BermudAir will operate Embraer 175 aircraft. (Photo: BermudAir)
Recently, BermudAir launched operations with flights from Bermuda to Boston and Westchester, New York. The self-proclaimed all-aisle cabin class airline will operate Embraer 175 aircraft on routes from Bermuda to the United States. Catering to tourism and business markets alike, the carrier will offer a new way to access Bermuda from the East Coast.
Routes
The brand new carrier is looking to break into the premium market, much like La Compagnie has done in the transatlantic market, and will offer a fully premium product on the initially three routes set to be operated. BermudAir launched service between Bermuda’s L. F. Wade International Airport and Boston’s Logan International Airport along with Westchester County Airport on Aug. 31.
The carrier will inaugurate its third service to Fort Lauderdale-Hollywood International Airport on Sept. 22. Flights to Boston and Westchester will operate 6 times weekly, with the exception of not operating on Tuesdays. However, beginning Sept. 15, the carrier will operate to Westchester twice daily on Monday and Thursday through Sunday, with Tuesday and Wednesday being operated once daily.
The Bermuda-based carrier will operate head-to-head with JetBlue operating to and from Boston. While BermudAir is the only carrier operating between Westchester and Bermuda, the airport is in close proximity to the New York City area and will be looking to attract travelers from the city. All three major carriers, along with JetBlue, offer flights to Bermuda from New York’s John F. Kennedy International Airport, New York’s LaGuardia Airport and Newark.
Aircraft
The carrier acquired two Embraer 175 aircraft, VQ-BLW and VQ-BLU, both of which were initially delivered to the now-defunct FlyBe. The current configuration both aircraft have is a 44-seat all-aisle cabin. However, the carrier has promised to roll out a new premium product to be offered on flights beginning November 1st of this year.
The new cabin will offer 30 pod-like seats allowing direct aisle access, a workspace and dining area along with substantial overhead bin space. The Bermuda-based carrier also released that onboard complimentary Wi-Fi and entertainment are available to passengers. To complement the onboard hard product, the carrier offers complimentary food and beverages throughout the flight.
BermudAir’s Aisle-Class pods, set to be onboard November 1st. (Photo: BermudAir)
BermudAir believes there is market share to be gained by the carrier. In a press release, the carrier noted that 85% of travelers arriving in Bermuda access the island through the United States. The other 25% of travelers originate from other countries, with some of that percentage entering via British Airways’ daily service from London Heathrow.
Over one-third of all travelers arriving in Bermuda come from one of the New York airports. BermudAir is looking to take advantage of this high percentage with the launch of their twice-daily operation to Westchester beginning mid-September.
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.
1,000 Flights Per Week to Be Cut at Mexico City International Airport
An Aeromexico Boeing 787 Dreamliner flares for landing. (Photo: AirlineGeeks | William Derrickson)
The reduction of over 1,000 flights per week at Mexico City International Airport (MEX) is expected to take effect from the beginning of the Northern Winter schedule at the end of October, according to Reuters. News of the Mexican government-imposed reductions this week taking flight numbers down from 52 to 43 per hour has been met with criticism from airlines and airline advocacy group IATA (International Air Transport Association) given the changes are required with less than 2 months’ notice.
Peter Cerda, IATA Regional Vice President, said: “This decision by the government does not take into account the interests of consumers, nor does it respect the necessary consultative process with operators and users, especially at the country’s main airport.” Ironically, IATA held its Wings of Change Americas conference in Mexico in June and stated during the closing remarks that they were looking forward ‘to working with the Mexican Government to create a joint agenda to further utilize aviation to create jobs and economic opportunities for the country and its people.’
Crowded skies
The Mexican government cites the need to reduce capacity in the Mexican capital’s airspace as one of the reasons for the cuts. The ability to accommodate more flights at Felipe Angeles International Airport (NLU) is also behind the rationale. Mexican President Andres Manuel Lopez Obrador said on Thursday: “Since we have the (NLU), which does have the capacity, that’s how we’re going to resolve this.”
NLU opened in March 2022 and major Mexican carriers Aeroméxico, Volaris and Viva Aerobús operate from the airport in addition to MEX. However, all three airlines were critical of Thursday’s announcement by the president and the fact that no criteria have so far been given on how the cuts will affect all airlines, not just the Mexican carriers.
In a statement reported by Reuters, Viva Aerobus said: “The short notice of this decision will have a negative impact on the travel plans of thousands of passengers, especially given how soon the high season of winter is.” Most airlines will already have flights for sale for the Northern Winter period and a number will be selling for most of next year’s summer period.
Volaris is reported as questioning the need for a robust methodology to any process in determining how the cuts are allocated “to guarantee equity and avoid any form of discrimination in the implementation of these measures.” Aeromexico cites the ‘effect on workers and the ability to attract new investments’ which the airline says is dependent on “legal certainty and adequate air connectivity.” NLU is north of the city and currently relies on road transport to link it to the city center after a rail link opening was delayed to 2024.
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.
An Air Inuit Boeing 737-200 (Photo: Gilbert Hechema (GFDL 1.2), via Wikimedia Commons)
The Boeing 737 has played a central role in the development of the global aviation industry for decades. Since the first aircraft entered service in 1968, the twin-engine narrowbody jet has been the backbone of air travel around the world. For many years, it was the highest-selling commercial aircraft of all time – until it was surpassed by the Airbus A320 family in 2019 – and remains the record-holder for the highest number of deliveries.
The first generation of Boeing 737s – also known as the 737 Original – consists of the Boeing 737-100 and 737-200. While only a small number of Boeing 737-100s were delivered, over 1,000 of the -200 variant were put into service. Despite the subsequent introduction of the 737 Classic, 737 Next Generation and 737 MAX, there are still a few dozen Boeing 737-200s in active service around the world in 2023.
The Boeing 737 Original: Start of an Era
The introduction of the Boeing 737-100 in February of 1965 signalled the launch of an aircraft family that would bring The Boeing Company massive commercial success for decades. The Boeing 737-100 entered service with Lufthansa in 1968 but only saw 30 orders and deliveries. However, the higher-capacity Boeing 737-200 was the version of the aircraft that brought the 737 to the world.
Like the Boeing 737-100, the 737-200 also launched in 1965 and entered service in 1968. What it set it apart from the -100 was its longer fuselage. While the initial 135 Boeing 737-200s were essentially 737-100s with extended fuselages, subsequent aircraft were produced to a new standard known as the 737-200 Advanced. These aircraft had improvements including automatic braking, more powerful engines and higher fuel capacity. Boeing also offered a military variant, as well as two flexible cargo operations. The Boeing 737-200C (Combi) allowed for a mixed passenger and cargo configuration and the Boeing 737-200QC (Quick Change) allowed operators to convert the entire aircraft between passenger and cargo use.
The next generation of Boeing 737s – the 737 Classic – entered service in 1984 with the delivery of the first Boeing 737-300. The final Boeing 737-200 was delivered a few years later in 1988. With the introduction of subsequent generations of Boeing 737s in the years since, the 737 Originals started to be retired. In the United States, the last airline operating the Boeing 737-200 on scheduled passenger flights was Aloha Airlines, which retired the aircraft in 2008. Alaska Airlines retired their Boeing 737-200 Combi aircraft the following year.
The Boeing 737-200 Today
Although the newest Boeing 737-200 ever produced is 35 years old, the aircraft type continues to populate the skies today. In 2023, around 30 operators around the world still have a combined total of approximately 50 Boeing 737-200s in service. The aircraft is immediately distinguishable from newer generations of the Boeing 737 due to its long narrow engines.
The three airlines with the greatest number of Boeing 737-200s are all located in Canada. The aircraft has been popular among Canadian carriers operating in the northern parts of the country as it can be fitted with a gravel kit for operations at remote unpaved runways. The gravel kit prevents foreign object debris from damaging the aircraft by adding a gravel deflector on the nose wheel and vortex dissipators in front of the engines.
A Nolinor Boeing 737-200 Combi with a gravel kit installed (Photo: Nolinor Aviation)
According to data from Planespotters.net, Nolinor Aviation has seven active Boeing 737-200s with an additional two parked aircraft. Nolinor is a Montreal-based charter operator that offers passenger and cargo charters throughout North America. Air Inuit is also based in Montreal and flies scheduled and charter passenger and cargo flights throughout Quebec and the northern Canadian territory of Nunavut. The airline operates four 737-200 Combi jets. Chrono Aviation is another Canadian charter airline and is the newest 737-200 operator, having received its three used airframes in 2018 and 2019. Canadian North retired their last Boeing 737-200 earlier this year.
Various other airlines around the world also operate small numbers of the 737-200. For example, Venezuelan carrier Avior Airlines has four of the type in service and Hawaii-based cargo and charter operator Transair has four 737-200Cs. Several militaries still operate the aircraft as well, including the Indian Air Force, the Peruvian Air Force and the Indonesian Air Force. A single highly-modified T-43 aircraft – the US military variant of the Boeing 737-200 – remains in service with the United States Air Force Materiel Command.
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.
A DJI drone. The United States government is preparing to ban all drones made in China, including those made by DJI, a Chinese company.
(Photo: ekai used under CC BY-NC-SA 2.0)
Drones have reached the consumer market over the last decade or so, but they’ve actually existed for far longer than this. When most of us hear the term, we think of small drones that hobbyists use to film landscapes or take photos from above.
On the contrary, drones are quite generalised. A “drone” is simply defined as an unmanned aircraft. There are no pilots on board, no crew or passengers. The drone is typically piloted by someone on the ground, with cameras attached to help navigate the flight. It is believed that the first recognised drone was invented way back in 1917, which shows just how long this technology has been around.
Primarily, drone technology was used by armies and government defence agencies as a way of providing aerial coverage without keeping pilots in the air for hours on end. Militaries weaponised drones and used them to commit air strikes as well, though the main use remained the same: to provide coverage from above.
As technology developed and advanced, people realised there was room for this in everyday life. So, we saw the birth of small drones entering the scene. This includes products like the DJI Drone, which gave individuals a tiny aircraft they could launch into the sky. It was capable of soaring to pretty extreme heights and delivered some of the surveillance features we saw in much larger drones.
Nowadays, it feels like everyone you know has a drone, but how far can this technology develop? More specifically, what do drones mean for the future of aviation? If we look at some of the growing tech trends throughout society and apply them to drones, there are definitely a few ways in which the flying sector could be changed forever.
Pilotless Flights
Tiny drones will never carry passengers, but what about larger ones? Some of the drones used by the military are big enough to potentially carry people inside. Is it possible to create a drone that can transport passengers without the need for pilots or a crew?
With the rise in autonomous technology already taking the world by storm – see the influx of car manufacturers trying to create self-driving vehicles – could we see a similar approach in aviation? If so, drones certainly seem like the obvious starting point. The main issue will be trying to develop an aircraft that’s suitable for people while also still being able to be controlled from below. There’s also the problem of visibility and maintaining a connection to the grounded pilot.
In truth, nobody knows for sure if this will happen – and the odds of full commercial flights being made by drones are very slim. But, it could open opportunities for smaller passenger jets that may reduce the cost of private jet flights in the future.
More Affordable Shipping
Companies around the world rely on the aviation industry for shipping. You have logistics companies like DHL who provide aviation services for their clients. This means they load up thousands of packages onto cargo jets before taking off and landing in a different country. It’s an essential service that allows the global e-commerce market to thrive. Consumers can purchase goods from across the world and receive them in just a few days thanks to aviation shipping.
Keeping that in mind, could drones have a positive impact on this part of the industry?
The idea of pilotless commercial flights might seem crazy, but pilotless shipping isn’t that strange. After all, smaller drones are already being used by companies like Amazon to deliver goods across cities. This is a similar concept but on a larger scale. You get bigger drones that are equipped to store cargo and transport it from one destination to another.
Why could this be beneficial? In theory, you could create a much smaller aircraft for transport. Smaller aircraft need less fuel, so each flight would be cheaper – and potentially result in fewer carbon emissions. Similarly, cargo flights currently still need crew aboard. This usually consists of two people in the cockpit with one or two cabin crew to deal with any potential emergencies. These people all cost money to employ, while a drone would be completely manless.
There is of course the worry of drones losing contact with operators on the ground, as expressed when talking about pilotless flights. The difference here – and why it makes this seem more possible – is that no human lives are at risk. Sure, there’s a risk of losing cargo in flight, but that’s nowhere near as substantial or impactful. Drone crashes are also fairly rare, so who’s to say if this would be as big of a problem as suspected?
A British Airways 747-400 lands in Las Vegas (Photo: AirlineGeeks | William Derrickson)
Medical Aviation Drones
There’s a high possibility that drones allow a new branch in the aviation industry: medical services.
We can theorise about a handful of possibilities here, so let’s start with the simplest and most likely. Medical shipping or supply runs are already being used by military drones while countries like Italy are experimenting with blood transportation. Here, two different types of drones can be used. The smaller ones can help transport things by air across cities or built-up areas, decreasing transportation times in emergencies. Looking at the Italy example, there might be an emergency surgery that needs a blood transfusion and the only available blood type is at another hospital. With drones, blood can be transported quickly to potentially save a life.
Smaller drones have also been used to carry medical supplies to the front line in warzones – and there’s no reason larger drones can’t be equipped to do a similar thing.
Moving on to another possible use for medical aviation drones, what about passenger transportation? In some extreme cases, hospitals have helicopters that are sent out to airlift or pick up patients in serious emergencies. Could drones be used for the same thing? They need to be big enough for medical professionals and the patient to fit inside, but they’re piloted by someone in a different location. It frees up space and could mean an extra pair of hands are there to monitor the patient during transit. Not needing to navigate through traffic can also speed up hospital transfers and save lives.
Aerial Refuelling
The concept of aerial refuelling is an interesting one. It’s widely used in military settings where small jets and planes are refuelled in the air to extend their range. However, we don’t see it in commercial settings at all. In fact, airlines are strictly against the idea of aerial refuelling for a number of reasons.
For one, there’s the worry of bringing two aircraft close to one another when hundreds of passengers are on board. It’s not a huge issue for military aircraft as the planes are usually much smaller and don’t carry anywhere near as many passengers.
Aside from the danger element, there’s the cost of refuelling in the air. Airlines would need to pay for this extra plane, which massively increases the cost of flights for passengers.
So, could drones impact the idea of aerial refuelling for commercial airlines? In theory, you could get much smaller drones that only carry fuel and nothing else. This would make them cheaper, keeping the costs lower. It also deals with the safety issue as there’s a lower risk because you don’t have a massive commercial jet next to another one.
How likely is this to happen? In all honesty, pretty low! It’s more of an interesting theory than anything else. There are other reasons commercial airlines don’t like in-flight refuelling, plenty of which are related to logistics. Some passengers book long-haul flights specifically to get off when the plane stops for refuelling, so they can transfer to another flight or visit the layover location. There’s a worry that – if long-haul flights were completely uninterrupted – fewer people would buy tickets.
Will Drones Have A Positive Impact On Aviation?
After looking through the ideas above, it’s fair to say that drones can have a big impact on aviation. It’s funny how this technology started in the aviation industry and then moved towards a consumer space. Now, because smaller drones are so popular and versatile, we’re starting to see ideas that go back to the main aviation industry.
Overall, the future of drone technology can have a very positive impact on this sector. Most of the ideas revolve around reducing risks, saving money and speeding things up. Does this mean we’ll 100% see some of the ideas listed above? No! Who knows what stands in the way of drone technology and advancing even further? Money is always an issue, but other roadblocks may mean that we’ve hit our limit.
In all honesty, we don’t think this is the case! Modern technology is so brilliant that it seems highly unlikely drones will remain with the same capabilities they have now. Of all the different things in the aviation sector, the development of future drones is easily the most exciting. It definitely all builds towards the final end goal of possibly seeing pilotless flights for the first time.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
Crowds at Hobby Airport. (Photo: Houston Airports)
Houston’s City Council just unanimously approved a large appropriation of $250 million for William P. Hobby Airport to build more gates in the West Concourse and modernize the baggage experience for passengers as demand at the airport continues to soar.
This comes after an initial $20 million that was made available to the airport in March 2022 to develop plans for the expansion project in anticipation of increased demand from the airport’s main operator, Southwest Airlines.
The $250 million in funding will allow the airport to move forward with these expansion plans. It is expected construction will begin in early 2024 and it will take approximately two years to complete the expansion.
New additions to the airport include:
Seven additional gates that can accommodate domestic and international flights
Expanded and renovated baggage handling system
Updates to the baggage claim area
Overhead canopy along the departures curb which will protect against weather and serve as a connection between the Red Garage and the main terminal
The remaining $200 million in funding will be made available to the airport within the next 12 to 15 months to complete construction.
Airport’s Continued Growth
The airport has seen significant growth over the years. Just last year in 2022, the airport served over 13 million passengers, 12.2 million domestic passengers and 913,000 international passengers. These numbers are expected to continue to grow as Houston continues to be a destination for passengers across the world.
The local government considers regular investments in the airport as a way to strengthen the value proposition of the city and surrounding metro areas. This airport is located 10 miles away from downtown Houston.
The expansion of the West Concourse comes less than a decade after the last expansion when the concourse was first opened for use. The West Concourse opened in 2015 with five gates for international and domestic flights, a ticketing hall, a Federal Inspection Services facility and an expanded TSA security checkpoint. The opening of the new concourse also marked the return of international air service to the airport, after a 46-year hiatus with Southwest Airlines launching service to Mexico, Central America and South America.
When finished, the West Concourse will have more than double the number of gates available giving the airport’s largest operator Southwest Airlines six of the seven new gates.
While Southwest Airlines does control over 90 percent of the passengers flowing through the airport, other carriers such as Allegiant, American Airlines, Delta Air Lines and Frontier all offer flights to the airport.
Notably, JSX operates at the airport as well with its “hop-on jet service” offering convenient flights to Dallas Love Field year-round and Destin, Florida’s Executive Airport on a seasonal basis.
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.
An In-Depth Analysis of China Eastern Airlines’ Fleet in 2023
A China Eastern 777-300ER in Los Angeles (Photo: AirlineGeeks | William Derrickson)
China Eastern Airlines, a leading global airline, operates an extensive network from its primary hubs at Shanghai’s Hongqiao (SHA) and Pudong (PVG) airports, as well as numerous secondary bases across China. With a fleet size that ranks among the world’s largest, the airline boasts 639 aircraft, according to data from ch-aviation.com. This article provides a comprehensive overview of the various aircraft types that make up China Eastern Airlines’ fleet.
Widebody Aircraft
China Eastern Airlines has a strong affinity for Airbus widebody aircraft, particularly the A330 series. The airline currently operates 55 A330s, divided between 30 A330-200s and 25 A330-300s. These aircraft have average ages of 10.4 and 8.9 years, respectively.
In addition to the A330s, the airline also operates 18 next-generation A350-900 models, which have an impressively low average age of 2.8 years. Furthermore, the airline has placed orders for two additional A350-900s, signaling its commitment to modernizing its fleet.
On the Boeing front, China Eastern Airlines operates aircraft from two widebody families. The airline has 20 Boeing 777-300ERs with an average age of 7.6 years. Additionally, it operates three Boeing 787-9s, averaging 3.8 years in age, and has seven more on order.
Narrowbody Aircraft
The Airbus A320 family constitutes a substantial portion of China Eastern’s narrowbody fleet, making up nearly 60% of the total fleet. The airline operates 35 A319-100s, 166 A320-200s, 104 A320neos, and 77 A321-200s. With pending orders for 38 more A320neos and 68 A321neos, this segment is poised for growth.
The Boeing 737 family plays a significant role in China Eastern Airlines’ narrowbody fleet. Despite grounding its 737-800s last year due to a fatal accident, the airline has successfully reactivated all 102 units, which have an average age of 8.2 years. The airline also operates 37 Boeing 737-700s with an average age of 11.9 years and has recently incorporated the next-generation Boeing 737 MAX 8, with three units in service and seven more on order.
Domestic Aircraft
China Eastern Airlines also operates a selection of domestically produced aircraft. The airline has 17 COMAC ARJ21-700s, which are relatively new, with an average age of 1.5 years. These aircraft are operated by OTT Airlines, a subsidiary of China Eastern. Additionally, the airline has recently begun incorporating COMAC C919s into its fleet, with three more units on order.
World’s First C919 logo on China Eastern C919 (Photo: Lei Yan)
Conclusion
China Eastern Airlines’ diverse and extensive fleet is a testament to its strategic planning and commitment to offering a wide range of services. With a balanced mix of widebody and narrowbody aircraft from both Airbus and Boeing, as well as a growing number of domestically-produced aircraft, the airline is well-positioned for future growth and expansion.
The airline’s focus on modernizing its fleet, especially with the next-generation Airbus and Boeing models, is a prudent move that will likely yield operational efficiencies and enhance passenger experience in the long run.
Parth Jain is a dedicated aviation enthusiast with a rich background in general and commercial aviation. Over the years, Parth has consistently demonstrated a deep fascination with the aviation industry, his interests spanning from the workings of small general aviation aircraft to the complexities of large commercial jets. Parth's interest in aviation sparked at a young age when he first set foot in an airplane. Since then, he has dedicated much of his time to gaining first hand experience, achieving his private pilot license and currently working towards his instrument rating. Parth's education and experience are a testament to his dedication and commitment to this field. As a private pilot, he has navigated complex airspace, developed an understanding of the intricate details of aircraft operations, and consistently demonstrated safe and proficient flying skills.
Embraer has been gaining momentum in Asia this week. The Embraer E195-E2, the largest member of the E-Jet family, has been granted its Type Certificate by the Civil Aviation Administration of China (CAAC). This follows the certification of the E190-E2, which was received from CAAC in November last year during the Zhuhai Air Show.
“We’re excited to now have both the E190-E2 and E195-E2 certified by CAAC, paving the way for sales in the Chinese market,” said Arjan Meijer, President and CEO of Embraer Commercial Aviation. “Our team in China is actively working with potential customers and making good progress.”
The planemaker’s CEO is also in Asia, visiting China’s neighbor, India, where he expressed interest in setting up assembly lines in China or India.
Embraer’s History in China
Embraer has a long, but small, presence in China. It first entered the Chinese market in 2000, when Sichuan Airlines acquired 5 Embraer ERJ145s. Its larger aircraft and predecessor of the E2 jets, THE Embraer E190, first flew in China commercially in 2008. According to planespotters.net data, 64 older E-Jets are in service in China — 44 E190s and 20 E195s — and another 20 E-Jets are parked. In comparison, the country has over 7000 aircraft in commercial service.
In addition to the two commercial families of jets, the Brazilian manufacturer’s executive jet, the Embraer Phenom 300, was also used in scheduled services in China. Three aircraft flew commercial service in the years before the pandemic.
An Embraer Phenom used for scheduled service by Ordos General Aviation. (Photo: AirlineGeeks | Fangzhong Guo)
New Embraer Final Assembly Line?
The company has hinted that large orders from Chinese customers could help underpin the development of a final assembly line in the country since March of 2023. The company had previously partnered with AVIC, producing 41 ERJ-145s and some Legacy 650 business jets assembled in Harbin from 2003-2017.
The two world’s leading aircraft producers, Boeing and Airbus, both set up final assembly or completion centers in China following huge orders from local customers. It would not be a surprise if the Brazillian company joined the cohort should there be an order to warrant it.
While China has been the fastest-growing aviation market for several years, India has been catching up rapidly. During the Paris Air Show this year, India’s biggest airlines ordered nearly 1,000 airplanes with Airbus and Boeing combined. Reports also suggested the government of India was nudging the duo to set up shops in the country. Unsurprisingly, the world’s third-largest airplane manufacturer wants a piece of the action. The Brazilian planemaker’s CEO stated last week that the company is discussing with potential partners to assemble the E2 jets and the KC-390 military freighter in the country during his visit to India.
Outlook
Even though the CAAC recently granted type certification for the E2 jets, it likely won’t translate into sales anytime soon. Tianjian Airlines and GX Airlines operate most of the Embraer jets in the country, with their fleets nearing renewal. However, both belong to the troubled Hainan Airlines Group, whose financial health will limit their growth. With the country’s demographic preferencing larger planes, it’ll take a lot of work for the world’s largest regional jet producer to convert its certification success to sales momentum.
On the other hand, the Indian market shows many demands. The country’s infrastructure push will also help attract more airlines to transition from turboprops to jets. However, it remains to be seen if the E2 will be big enough for the world’s most populous country.
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.
Malaysia’s aviation industry is seeing a rebound after the pandemic. AirAsia X, the low-cost carrier providing long-haul operations, turns the tables and posts a net profit of RM5.5 million for the second quarter of 2023, which ended June 30. The airline had suspended its flight operations and completed a financial restructuring during the pandemic.
AirAsia X has revealed the registered revenue of RM512.9 million, four times higher year-on-year, and the ancillary revenue per passenger has reached RM236. The no-frills airline expects the ancillary revenue will increase in the coming quarters as the new products are set to be rolled out. Compared to same time last year, the airline recorded a net loss of RM652.5 million.
The airline carried over 620,000 passengers with a load factor of 76% in the second quarter, an increase of 70 times year-on-year. The airline currently operates to 18 destinations with 96 weekly flights.
As of June 30, the airline had 11 aircraft activated, compared to five aircraft at the same time last year. In the meantime, AirAsia X has unveiled its strategy for increasing the operational flight. The airline currently owns a fleet of 17 aircraft, planning to operate 16 aircraft by the final quarter of the year. The additional flights could pave the way for expanding the network. Also, it plans to add one aircraft to the fleet. But the airline didn’t provide more information on the new aircraft.
Expanded Service Across Oceana
AirAsia X continued to spread its wings again in the second quarter, launching flights to Bangkok as well as to Gold Coast, Australia. Also, it scaled up its services to Sydney; Auckland, New Zealand; and Osaka, Japan. In addition, AirAsia X believes China has enormous potential for increasing sales, aiming at ramping up operations to China and expects flight frequency to China to increase by three times by the end of the year.
“We continued to focus on our consolidated growth strategy to build yield and enhance the recovery of our network capacity gradually in line with demand in our core markets as our first priority,” Benyamin Ismail, AirAsia X’s CEO, said.
Meanwhile, AirAsia X Thailand has posted net operating profit of RM33.5 million. However, due to unrealized foreign exchange losses, the airline reported a net loss of RM73.6 million. The airline carried a total of over 310,000 passengers, up by 28 times year-on year.
The stakeholders in Malaysia are experiencing the recovery as well. In July, Malaysia Airports reached 89% of passenger numbers of the pre-pandemic levels and recorded net profits for the second quarter in a row.
However, Malaysia Airlines has been facing a setback. Earlier, the country’s flag carrier announced the delivery of the 737-8. However, the aircraft manufacturer confirmed delivery will be delayed due to the improperly drilled holes on the aft pressure bulkhead.
A Fly Angola Embraer E145
(Photo: V1 Aviation Images)
Fly Angola has recently announced the suspension of its domestic flight network, citing losses from unfavorable policies and increased operating costs, driven by the devaluation of the kwanza against the dollar. The airline plans to re-evaluate its strategy and aims to resume operations once sustainable conditions are ensured.
The move leaves state-owned TAAG Angola Airlines as the sole domestic player. Fly Angola had intended to expand with interprovincial connections, but the difficult financial environment and lack of subsidies made it unfeasible, ch-aviation reports.
Financial Struggles and Currency Fluctuations
Fly Angola’s decision to suspend domestic flights comes as a consequence of a series of challenges compounded by unfavorable economic conditions, the airline said in a statement. The devaluation of the Angolan kwanza against the US dollar has particularly impacted the airline’s operating costs, leading to an unsustainable financial situation. The airline expressed that it faced “continuous challenges caused by incalculable losses resulting from bad conjunctural policies.”
With most of the airline’s costs indexed to the US dollar, “the fluctuation of the kwanza created financial uncertainty and disparities, rendering the airline’s tariffs and overall operating expenses unclear.”
As Fly Angola primarily operates within the domestic sector, its lack of international routes further strained its financial viability. Despite aspirations of expanding internationally, the airline struggled to secure the necessary travel and transit rights in neighboring countries, impeding its growth plans, per a company statement.
While the airline, which operated a small fleet consisting of a De Havilland Canada DHC-8-300 and two Embraer ERJ-145 aircraft, grapples with its challenges, the national carrier TAAG Angola Airlines has reported profitability, thanks in part to government subsidies.
Fly Angola’s CEO, Belarnicio Muangala, noted the government’s financial support for TAAG, suggesting that such aid made it challenging for competitors to thrive.
“As an airline that does not receive state subsidies and that suffered incalculable losses, FLY Angola was forced to seek profitability in other regions to avoid bankruptcy,” the airline said. “As you will have noted, the government continues to pump financial subsidies and aid into TAAG, making it unsustainable for competition to survive the current economic distress.”
African aviation has historically been characterized by national pride and ambitious endeavors. Carriers like Ethiopian Airlines and Egyptair have set the standard for the region. However, several challenges, including short-lived ventures and limited airspace access, have hindered the growth of new entrants.
Fly Angola remains optimistic about its future prospects. The airline intends to collaborate with relevant authorities to strengthen its position and ensure a sustainable, long-term investment. The goal is to resume operations with renewed vigor, providing quality services to the people of Angola.
Victor Shalton's love for aviation can be traced to when he was 11-years-old. As a seasoned aviation writer, he takes pride in providing the best aviation coverage around the globe and is passionate about advancing his skills in the aviation space. In addition, he loves travelling, writing, arts and while his speaking engagements have taken him around the world, he is proud to call Nairobi home.
The Upcoming Polish Megahub: A Vision or A Delusion?
Recently, Centralny Port Komunikacyjny has published details of the Airport Master Plan – a general overview of the mission and vision, traffic forecasts, options and airport development concepts. The authors expect the airport to reach 40 millions of passenger capacity by its launch in 2028. Its a large upgrade over Warsaw-Chopin airport but is it doable?
A visualisation of Solidarity Transportation Hub. (Photo | Centralny Port Komunikacyjny, press materials)
The local mega-hub
Recently, Centralny Port Komunikacyjny (the Central Port of Communication) has published details of the Airport Master Plan – a general overview of the mission and vision, traffic forecasts, options and airport development concepts.
It is a planned transfer hub to be located between Warsaw and Łódź in Poland. This megaproject, backed by the Polish government, is set to integrate air, rail and road transportation in Poland. The intent is there to create a catchment area including all the largest Polish cities and allow the passengers to reach the airport with a railway in less than 2.5 hours. The location is also conveniently close to the crossing of two major highways in Poland – A1 running from north to south and A2 running from west to east.
All that is to allow for more of the transportation value chain to stay in the country and create the biggest economic hub of this sort in the region. Planned rail developments, across separate initiatives, are also stretching outside of the country and reaching the Baltics, with Rail Baltica, and Ukraine – both adapting the European rail gauge.
The buildup in the number of passengers
The airport is planned to commence its operations in 2028 with an annual capacity of 40 million passengers. The expected expansion, adding the third runway, will take the total capacity up to 65 million passengers annually in 2060. While it might not be enough to battle airports like Frankfurt or London Heathrow by the nominal numbers, it will have a significant impact on the whole Central and Eastern Europe region. Warsaw-Chopin airport is already a major connector for traffic bound for North America and Asia.
Currently, Warsaw-Chopin airport is running out of capacity, reaching 18.9 million passengers served in 2019. Estimated capacity amounts only to 20 million passengers annually, but as the airport approaches the limit, fewer and fewer desirable timeslots are available.
The third airport in the area, Warsaw-Radom, has been operating for only one year and therefore is not contributing much to the statistics yet. Furthermore, growing with a diversified operating carriers portfolio might prove more challenging than it was in the Warsaw-Modlin case with Ryanair exploiting the one-sided deal. The third airport of Warsaw might reach 1 million passengers carried only in 2026, as per the Polish Airports vice president and there are no more optimistic forecasts stated in public.
With those three airports acting as a primary passenger base for the Solidarity Transportation Hub – are the predictions about 40 million passengers in 2028 accurate?
A step function in growth
The Master Plan brings the estimate of around 28 million passengers in 2028 as a base case scenario. Visibly, the base case scenario is not far from the high case scenario of nearly 30 million passengers. This is quite a simple outcome when considering the three airports’ capacities. Even given the Warsaw-Modlin expansion materializes and assuming some efforts to expand Warsaw-Chopin airport, the cumulative capacity of the three of more than 30 million passengers a year is far-fetched. The authors of the Master Plan assume not only that the capacity materializes, but also that the passengers will follow – almost to the extreme. Nevertheless, this corresponds to a mere 6% annual passenger growth when considering the whole area, which is a mediocre level of growth.
Passenger traffic forecast for CPK. (Source: CPK Airport Master Plan)
At the same time, when the transition of traffic from Warsaw-Chopin to the Solidarity Hub takes place we might expect some explosive growth. It was not uncommon in Europe, for similar airports in terms of annual passengers served, to grow at the rate of 11-14% annually in years leading up to 2020. With LOT Polish Airlines as a local hub-and-spoke carrier and both Wizzair and Ryanair treating Poland as their local focus market, the growth opportunity is there.
Annual passengers carried by the relevant airports in the last 10 years. (Source: annual reports and published data)
A passionate aviation enthusiast that started off his career as an aerospace engineer, but found his true calling on the commercial side of the airline business. Now as a finance guy among avgeeks and an avgeek among finance guys, he has experience working in the Revenue Divisions of three airlines. In his spare time he enjoys traveling, but admittedly sometimes is more about the journey than the destination.
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