While the commercial news was quiet, the airshow was far from it, with crowds everywhere.

On Wednesday, Sustainable aviation startup ZeroAvia revealed that it will be partnering with Dutch flag carrier KLM to attempt a test flight. This would be a flight using liquid hydrogen as fuel between two cities.

As for the timing for when such a test flight could take place, ZeroAvia founder and CEO Valery Miftakhov said that the partners are initially looking at 2026 at the latest.

Asked what kind of aircraft would be used for the test, Miftakhov said that he could not specify but that it would be similar in size to the ATR 72 or DeHaveland Canada DHC-8.

At the moment, ZeroAvia is steadily making progress, having successfully produced multiple turboprop engine variants. These have been fitted to aircraft such as the DHC-8 and Dornier 228.

Thai Airways Extends Agreement to Maintain Boeing 777 Fleet

Thai Airways signed a deal with General Electric (GE Aerospace) to continue to maintain its Boeing 777 fleet. The service provided by GE Aerospace is dubbed the “TrueChoice” service, which includes maintaining, repairing, and overhauling the Thai Airways GE90 fleet.

Thai Airways remains a loyal customer of GE Aerospace, having used the GEnx on its Boeing 787 fleet expansion and equipping its fleet of Airbus A321neos with CFM LEAP engines.

• READ MORE: Farnborough Airshow Kicks Off With a Handful of Orders

The Thai flag carrier’s CEO, Chai Eamsiri, said that GE Aerospace “continues to prove itself as the right maintenance provider for our GE90 engines. This agreement extension ensures comprehensive coverage for our engines well into the future.”

Airbus Makes First Aircraft Lessor Partnership of ZEROe Program

Airbus has revealed that it will be partnering with Avolon in order to study Hydrogen-powered aircraft and reduce emissions in the aviation industry. This is the first partnership with an active lessor in the project’s history.

The European aviation manufacturer’s environmentally friendly project includes four concept aircraft, with all four carrying under 200 passengers. Its main goal is to make the first hydrogen-powered aircraft by 2035 and then start selling these commercially.

At the moment, progress is heavily underway, with other partners, including London Gatwick Airport (EGKK) for infrastructure, easyJet, and Air Products, the world’s biggest supplier of hydrogen.

Editor’s Note: This article first appeared on AVweb.

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Over 75,000 visitors were expected over the course of the five-day event in the small British town southeast of London. With Royal Air Force flyovers, and more than 1,200 exhibitors, it’s sure to be a busy week.

Over the next five days, all the events taking place will be covered in daily roundup articles, so be sure to check back each evening. In this article, we take a look at all the events occurring on the first day of the show, as well as a small press conference with executives at Boeing. 

• READ MORE: Boom Unveils Supersonic Overture Flight Deck

Boeing’s Pre-Airshow Press Conference 

At a press conference in London on the day before the show began, Boeing Commercial Aircraft CEO Stephanie Pope shared key details on the company. In response to questions regarding the impact on Boeing’s production, Pope claimed that Boeing had managed to increase production on its 737s and 787s. 

Pope, who recently took the helm of Boeing commercial aircraft due to the resignation of its former leader, claimed that she had key priorities to address when taking leadership. These included culture at the company, production, and quality. 

Korean Air Renews Long-Haul Fleet 

Korean Air announced at a press conference that they were ordering additional long-haul aircraft to its fleet.

The order consisted of 20 Boeing 777-9s, and 20 Boeing 787-10s, with a further 10 Boeing 787s being optional. Korean Air CEO Walter Cho claimed that these additional aircraft tied in nicely with the Airbus A350-1000s ordered earlier this year.

When questioned on when the aircraft would be delivered, Cho said Korean Air was looking at 2028 as the first delivery slot.

Japan Airlines Orders More Boeing 787s

Japan Airlines has announced that it will procure an additional 10 Boeing 787-9s, with the first set to arrive in 2028 going through to 2031.

This is a finalization of the order announced in March of this year. Once the order is finalized, it will bring JAL’s order total to 10 Boeing 787s and 21 Boeing 737 Max.

Drukair Plans to Add 5 Airbus Jets

In one of the first A321XLR orders of the airshow, Bhutan flag carrier Drukair announced a revolutionary short-haul order for the airline. The full breakdown consists of three Airbus A320neos and two Airbus A321XLRs. 

The airline’s current Airbus fleet consists of four Airbus A320 family aircraft: three Airbus A319s and an A320ceo. The new aircraft will be revolutionary for the small Bhutani carrier, allowing it to reach destinations farther away, such as the Middle East or northeastern Asia.

• READ MORE: Embraer Inks A-29 Super Tucano Deal

“[We’re] thrilled to embark on this new chapter in Drukair’s history, which dovetails perfectly with the development of the Gelephu Mindfulness City and work to expand the Gelephu Airport [VQGP],” Drukair CEO Tandi Wangchuk said. “Our investment in these state-of-the-art aircraft underscores our dedication to supporting Bhutan’s vision of holistic and mindful development.”

Qatar Airways Touts Upgraded Qsuite Product

Qatar Airways revealed its “QSuite next-gen” product, an upgrade to its current business-class product featured on its Boeing 777s and Airbus A350s. The new features include moveable 4K OLED Panasonic Astrova IFE screens, the first to be featured on board an airline’s cabin.

The seats in the cabin are also wider now, and the ability to socialize in so-called “Quad suites” (four seats grouped together) still remains at the heart of its product. The new seats will be featured on Qatar Airways’ Boeing 777-9s, which are on order and set to first arrive in 2025. 

Editor’s Note: This article first appeared on AirlineGeeks.com.

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Airbus on Wednesday tapped European helicopter operator and longtime collaborator Avincis as its latest urban air mobility (UAM) partner. The companies plan to develop a concept of operations and mission profiles for the operation of eVTOL air taxis in “target regions” across Europe and beyond.

“eVTOLs will play an important role in our long-term fleet strategy as these technologies continue to evolve to give us further reach and capability in the field,” said John Boag, CEO of Avincis.

Avincis is one of the world’s largest aerial emergency services providers, with bases across Europe, Africa, and South America, including in Spain, Portugal, Italy, Norway, Sweden, Finland, Mozambique, and Chile.

The company’s fleet comprises more than 220 aircraft, of which about 60 are Airbus models. The manufacturer’s CityAirbus NextGen, a prototype for which was unveiled in March, could be the first eVTOL model in the Avincis fleet.

“[Avincis’] established operational network, which is essential to enabling key missions such as emergency medical services, search and rescue, and firefighting, will be a valuable tool to collectively explore the mission potential of CityAirbus NextGen,” said Balkiz Sarihan, head of UAM at Airbus. “Through this collaboration, we will explore how eVTOLs can contribute to missions that save lives and protect communities, a shared goal among our two companies.”

The zero-emission, lift-plus-cruise design is built for a pilot to fly as many as three passengers in urban environments, but it could fly autonomous in the future. It will have a range of about 50 sm (43 nm), cruise at 75 mph (65 knots), and weigh about 2 tons, with a 40-foot wingspan.

The design includes a V-shaped tail, fixed wings, and eight electric propellers, each supplying a pair of electrical power units. During flyover, Airbus says, the aircraft will produce just 65 dBA of noise—about the volume of a typical office.

The cyclic, pedal, and collective controls typically found on rotorcraft will be replaced by a single piloting stick that controls all aircraft axes: a design the manufacturer claims is a first in the helicopter industry. The stick can be used to perform takeoff and landing, climb, descent, acceleration, deceleration, turn, and approach.

Use cases for the air taxi include passenger transport, medical services, and ecotourism. Airbus seeks to certify it in the enhanced category under the European Union Aviation Safety Agency’s (EASA) Special Condition for VTOL (SC-VTOL) regulations. FAA certification would follow shortly after.

CityAirbus NextGen is expected to make its maiden flight later this year and is undergoing testing of electric motors, rotors, flight controls, avionics, and other systems at the company’s test center in Donauwörth, Germany.

At the same time, Airbus continues to set the stage for the aircraft’s eventual debut.

The manufacturer in February partnered with international helicopter and fixed-wing lessor LCI in a collaboration focused on three key areas: UAM strategy, commercialization, and financing. The same month, the company added vertiport developer UrbanV and electric infrastructure provider Enel to its partnership with ITA Airways, the flag carrier of Italy, for a planned air taxi rollout in the country.

Airbus also intends to fly CityAirbus NextGen in Germany, Norway, Japan, and Latin America.

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The manufacturer describes the Wingman model as a “fighter-type drone” that could be commanded by the pilot of an existing combat aircraft, such as the Eurofighter Typhoon.

Like a wingman in the traditional military aviation sense, it would support the mission lead with augmented capabilities. But unlike crewed fighter aircraft, it could take on high-risk missions that pose a threat to human personnel, receiving commands from a pilot that is shielded from exposure to risk.

“The German Air Force has expressed a clear need for an unmanned aircraft flying with and supporting missions of its manned fighter jets before the Future Combat Air System [FCAS] will be operational in 2040,” said Michael Schoellhorn, CEO of Airbus Defence and Space. “We will further drive and fine-tune this innovation made in Germany so that ultimately we can offer the German Air Force an affordable solution with the performance it needs to maximize the effects and multiply the power of its fighter fleet for the 2030s.”

FCAS is a European defense and security initiative aiming to develop a “system of systems” that delivers all of the capabilities and functionality of its constituent subsystems. Airbus co-leads the program alongside Dassault Aviation and Spain’s Indra Sistemas.

At the core of FCAS will be a Next Generation Weapon System, in which uncrewed remote carriers work together with a New Generation Fighter (NGF): a sixth-generation fighter jet intended to replace Germany’s Typhoons, France’s Dassault Rafales, and Spain’s McDonnell-Douglas EF-18 Hornets by the 2040s.

Both the uncrewed aircraft and NGF will be connected to a “Combat Cloud” comprising sensor nodes in space, in the air, on the ground, at sea and in cyberspace.

“[Remote carriers] will fly in close cooperation with manned aircraft, supporting pilots in their tasks and missions,” Airbus explains on its website. “Military transport aircraft such as Airbus’ A400M will play an important role: as motherships, they will bring the Remote Carriers as close as possible to their areas of operation before releasing up to 50 small—or as many as 12 heavy—remote carriers.”

According to Airbus, Wingman is designed to carry weapons and “other effectors.” It would be able to perform a range of tasks, including reconnaissance, target jamming, and firing missiles. Pilots would always be in control and act as the final decision makers from the safety of a larger aircraft, allowing the uncrewed aircraft to do the work.

“An additional focus is on increasing the overall combat mass in an affordable manner so that air forces can match the number of opposing forces in peers or near-peers in conflicts,” Airbus said Monday.

The company said the 1:1 Wingman model on display at ILA Berlin will be akin to a “show car,” featuring various concepts and capabilities that may not make it onto the final design.

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Leadership on the flight deck sets those apart from the general pilot population—and there are ways to build your capabilities in this regard with greater assumption of authority along the way. We spoke with longtime FLYING contributor Pia Bergqvist about her journey from a well-rounded general aviation pilot to the left seat of a regional airliner—and, most recently, to the right seat of a Boeing 737 for a major U.S. airline. Her experience illuminates one way to accomplish the goal of becoming an airline pilot, and in this Q&A she shares her tips for being prepared when the opportunity knocks:

FLYING Magazine (FM): How did you know you wanted to pursue a career as a professional pilot, and specifically as an airline pilot?

Pia Bergqvist (PB): I grew up in Sweden and dreamed of being a pilot since I was 8 years old. Unfortunately, the challenge in researching the path to get there in the era before the internet, along with the fact that I was a woman desiring a very male-dominated profession, made my dream job seem unattainable.

• READ MORE: Airline Pilots Must Not Dismiss Mental Well-Being

I finally began pursuing my career in my late 20s. One of the first things I did was to become a member of Women in Aviation International, and I attended the conference in 2000. I remember visiting several airline booths and being blown away by all the women who were airline pilots. At that time, the one that stood out the most was FedEx, where I met a Swedish pilot who described her job. She flew all over the world, had lots of time off, and made enough money to live by the beach.

FM: When you committed to the pursuit, how did you identify the airline(s) you wanted to aim for? How did that choice affect your plans for training and what you needed to have on your résumé before applying?

PB: At the time when I started flying, I would have needed a significant amount of time flying as captain of a twin-turbine aircraft, preferably at a regional airline, before applying for a position with a major airline. While FedEx was my top choice, other attractive choices included United, American, Continental, and UPS, as they were all flying internationally.

I based my pick of potential regionals on advice from flight instructors at the flight school where I received all of my primary training—Justice Aviation in Santa Monica, California. The regional airlines of choice on the West Coast were SkyWest, Mesa, and American Eagle. I applied for my first airline job on September 10, 2001. As a result of the tragic events that followed the next day [on 9/11], I shelved my airline dream for nearly two decades.

FM: How did you build time before applying? What were the minimums when you made the application 20 years ago versus five years ago?

PB: When I first started flying, pilots were getting hired by regional airlines with as little as 1,000 hours of total time and a hundred hours of twin time. The industry was booming. I built most of my flight time through flight instruction before sending in my application with about 900 hours [under] my belt. I also built some twin time by flying from Torrance, California, to Nantucket, Massachusetts, and back in a Beechcraft Duchess.

At that time, the interview process was much more rigorous than it is today, and applicants had to have the written ATP test completed. Regionals also conducted cognitive tests and simulator evaluations.

• READ MORE: Airline Pilots Flying to Age 67?

Today, the FAA requires airline pilots to have at least 1,500 hours (or 1,000 through a limited number of approved flight training programs) and to complete an ATP-CTP training program before they can take the controls of an airliner—a change that resulted from the Colgan Air crash in 2009. Most airlines these days, whether regional or major, only require an application

and an interview. Whereas the major airlines used to require turbine PIC [pilot in command] time, some pilots are now hired with just a few hundred hours as a first officer.

FM: What tips do you have for that first interview?

PB: The most difficult part of getting hired with a major airline is actually getting to the interview stage. Stay in touch with the captains and flight instructors that you fly with. They will be a great resource when it comes time to apply as you will need several letters of recommendation. Meeting with the hiring teams at job fairs, meet-and-greets, and aviation conferences are also a good way to get your foot in the door.

There are many things that go into a successful interview. Make it clear that you really want to be there. Go in with a positive attitude. Dress well and make sure you’re groomed to look the part. Professional interview coaching companies, such as Emerald Coast, Cage Marshall Consulting, Raven Career Development, and Career Takeoff, are almost a must for a successful airline pilot interview. They will provide practice scenarios, targeted to your airline of choice, that will develop the confidence you need as you sit down to get grilled.

FM: How did initial training at the regional go? What tips would you give for a prospective pilot to help them prep for success in training?

PB: The initial training at the regional level can be very challenging. There are many new concepts that go into flying in a professional crew environment versus flying in general aviation.

Get familiar with the flows, callouts, and other procedures that are written into the company’s standard operating procedures [SOPs] manual as early as possible. The only way to learn these procedures is by constant repetition, so having a “paper tiger”—basically a printed version of the flight deck layout—and using it for chair flying is a very good way to get ready. Understand that it can take hundreds of repetitions to learn the proper procedures to an acceptable level. Just keep going.

Practice the flows, callouts, and procedures for normal, non-normal, and emergency operations until they’re perfect. And keep practicing them during times when you’re not in simulator training or the actual airplane. Being able to immediately and accurately execute emergency procedures is critical in those rare and unexpected situations, such as an engine failure.

FM: What was upgrading to captain like?

PB: When it came time for me to move from the right seat to the left seat, it felt very much like it felt to become a flight instructor. I questioned whether I was really ready to be the one in charge of the ship.

The key to success was channeling what I had learned from the captains who I enjoyed flying with as a first officer. So, pay close attention to what the captains do to get the airplane off the gate; how they deal with challenging situations with passengers, gate agents, and rampers; what they do if there is an maintenance issue or emergency, and so on. The schoolhouse upgrade training is great, but the more experience you have seeing how the real-world operations go, the better.

The training is basically identical to the first officer training, albeit with different flows and more responsibilities. Often, captain candidates are paired with first officers through the training and check rides. Your partner can make or break you, in either seat, so do your best to find a good one.

FM: When did you know you were ready to apply for the next step, the majors?

PB: Most people in the industry consider [this to be] an unprecedented time in airline pilot hiring. Everyone I flew with, whether captains or first officers, at the regional airline was talking about moving on.

There were many first officers I flew with who moved on before I did. There were some things in my personal life that held me back, and I thoroughly enjoyed my time at the regional airline, [but] it was time to move on. The working conditions, destinations, pay, and retirement plans are more attractive at the majors, even with the huge pay bump we got at the regionals in 2022.

I was proud to be a regional airline captain. But now I feel like I have reached the pinnacle of my career.

FM: How did you approach that training differently, knowing what you know now?

PB: I found the training at the major airline much more relaxed. Perhaps it was because I was more prepared and ready for the hard work that is required of pilots in airline training departments. But it appeared to me that the level of respect at the major airline was higher.

At the regional level, there were hard limits on how many extra hours of training pilots could receive or how many events could be unsuccessful before they let a trainee go. As a result, the stress level was high.

From my very loosely gathered data, it appears that about 15 percent of the trainees at my regional airline were let go for one reason or another. That stressor didn’t exist at the major airline where I trained. We were made to feel very welcome and part of the family.

FM: What qualities do you think pilots need to cultivate to shine in a sea of candidates for the same role?

PB: Be professional, both in appearance and the way you handle yourself. Be prepared. Make sure you keep current on company SOPs, FARs, and instrument procedures, how to interpret weather data, and other details that you should be familiar with as a professional pilot. Build relevant flight time. Volunteer with aviation organizations to show your passion for the profession.

If you’re applying for a major airline job, go the extra mile and visit a job fair, conference, or meet-and-greet to get your name on the radar. Keep in touch with people you’ve met, and treat people with kindness and respect. Before an interview, seek help from one of several airline interview prep companies, but find a way to be yourself.

The stakes are way too high to just “wing it.”

This Q&A first appeared in the March 2024/Issue 946 of FLYING’s print edition.

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“Looking further out, the GTF engine availability issues and the phasing of AOG [aircraft on ground] aircraft being taken out of service, together with limited visibility on when these aircraft will be returned to service, makes it difficult to accurately predict the number of assets we will have to produce capacity,” said Spirit chief commercial officer Matt Klein during an earnings call earlier this week. “For the full year 2024, we estimate we will have an average of about 25 [AOG], finishing the year with about 40 AOG.”

As a result, the carrier expects capacity growth to be flat or slightly up compared to 2023. Last month, Spirit announced it would defer new aircraft deliveries slated for mid-2025 into late 2026 to the 2030s and furlough 260 pilots.

“The impact on our business associated with these Pratt engine issues cannot be understated,” said Spirit finance chief Scott Haralson on the call.

Like many other operators of the issue-plagued engine type, Spirit said it receives credits from Pratt & Whitney for the groundings.

In the first quarter, Spirit received nearly $31 million in AOG credits. According to data from Cirium Fleet Analyzer, the carrier has a total of 207 aircraft in its fleet with 18 A320neos and one A321neos in storage.

So far this year, the airline has seen an average of nearly 18 grounded aircraft each month.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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IndiGo is India’s largest airline, flying 100 million passengers in 2023.

“We are delighted to partner with Rolls-Royce for their future-ready Trent XWB engines as we expand our widebody aircraft fleet with an agreement to order a new fleet of A350-900 aircraft,” said Pieter Elbers, CEO of IndiGo. 

• READ MORE: IndiGo Places Record Airbus Order

According to Rolls-Royce, the Trent XWB is the “world’s most efficient large aero engine in service,” offering a 15 percent fuel consumption advantage over the first generation of Trent engines. 

The engine also “goes farther on less fuel” and is certified to operate on a 50 percent sustainable aviation fuel (SAF) blend. The Trent XWB has also been proven compatible with 100 percent SAF for the future, the company said.

• READ MORE: India’s Prime Minister Takes Flight in Tejas Fighter

“This substantial order from IndiGo for our Trent XWB-84 engines is a great win for Rolls-Royce,” said Ewen McDonald, chief customer officer at Rolls-Royce. “It reaffirms the position of the Trent XWB as the future-ready, engine of choice among airline operators.” 

The post IndiGo Places Order for 60 Rolls-Royce Engines appeared first on FLYING Magazine.

Airbus on Thursday unveiled the full prototype of its four-seat CityAirbus NextGen to the public. The electric vertical takeoff and landing (eVTOL) design makes its debut ahead of its anticipated maiden voyage later this year.

CityAirbus NextGen is a zero-emission, lift-plus-cruise design for a variety of missions in major cities and urban environments, including passenger transport, medical services, and ecotourism. Airbus will partner with operators and airlines to fly the model worldwide.

At first, the eVTOL will be flown by a pilot. But it’s equipped with an operational automated flight mode that could enable autonomous operations in the future.

“Rolling out CityAirbus NextGen for the very first time is an important and very real step that we are taking towards advanced air mobility [AAM] and our future product and market,” said Balkiz Sarihan, head of urban air mobility (UAM) at Airbus.

Airbus revealed the NextGen concept—a descendant of its CityAirbus demonstrator—in 2021. The aircraft is designed for a pilot to fly up to three passengers, with a range of about 50 sm (43 nm) and cruise speed of 75 mph (65 knots). It weighs approximately two tons and has about a 40-foot wingspan.

The NextGen design includes a V-shaped tail, fixed wings, and distributed electric propulsion system, with eight electric propellers and 16 electrical power units. Airbus in 2021 said these features will keep sound levels below 65 dBA during fly-over and below 70 dBA during landing.

The aircraft was built using a mix of in-house and externally supplied components, such as wings from Spirit AeroSystems, flight controls from Thales and Diehl Aerospace, and electric motors from MagicAll.

CityAirbus NextGen will include a human machine interface, with a single piloting stick controlling all aircraft axes and replacing cyclic, pedal, and collective controls. Airbus claims the design is a first in the helicopter industry. Using the stick, a pilot will be able to perform takeoff and landing, climb, descent, acceleration, deceleration, turn, and approach.

Airbus will certify the air taxi in the enhanced category under the European Union Aviation Safety Agency’s (EASA) Special Condition for VTOL (SC-VTOL) regulations. The manufacturer describes these as “the most stringent certification requirements.” FAA certification is expected to follow in the months and years beyond.

The unveiling of the NextGen prototype took place as Airbus opened its CityAirbus test center in Donauwörth, Germany, a site dedicated to eVTOL aircraft development. Donauwörth will host remaining tests of the aircraft’s electric motors, rotors, and other systems such as flight controls and avionics, required before it makes its maiden flight. Airbus began operations at the facility in December after powering on the first NextGen model.

Airbus intends to fly the air taxi in countries such as Italy, Germany, Norway, and Japan, as well as regions such as Latin America. But it will need to establish operational partners and infrastructure such as electric aircraft chargers prior to a rollout.

Recently, the manufacturer expanded its partnership for service in Italy—which already included ITA Airways, nation’s flag carrier—to include vertiport operator UrbanV and green energy firm Enel, which will help airports transition to electric infrastructure.

It also intends to collaborate with international helicopter and fixed-wing lessor LCI to develop business models and partnership scenarios revolving around AAM strategy, commercialization, and financing.

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Airbus on Tuesday announced an agreement with international helicopter and fixed-wing lessor LCI to jointly set the stage for advanced air mobility (AAM) operations of emerging aircraft, including electric vertical takeoff and landing (eVTOL) air taxis and other electric models. The collaboration will hone in on three key areas: AAM strategy, commercialization, and financing.

The partners will study AAM market perspectives and forecasts, conduct industry research, and leverage data analytics to uncover new applications and missions. They will also develop new AAM solutions, exploring the commercialization of aircraft fleets, batteries, and charging networks.

“For two decades, LCI and Airbus have delivered capacity and financing solutions to airlines and operators across the globe, and we are now extending that to advanced air mobility,” said Jaspal Jandu, CEO of LCI. “Transportation and logistical networks have a duty to be efficient, sustainable, and scalable. Both LCI and Airbus take a holistic and pragmatic view of advanced air mobility, including vehicles and also infrastructure, financing, and network adoption.”

Under the agreement, LCI will become a “key financial partner” for certain Airbus AAM projects, such as those focused on emergency medical services. The lessor will use its network to boost global adoption and acceptance of emerging aircraft. It also intends to explore leasing and finance solutions for potential buyers of the CityAirbus NextGen, Airbus’ flagship eVTOL air taxi model.

The all-electric CityAirbus NextGen is designed for a pilot to fly up to four passengers, with a 50 sm (43 nm) operational range and 75 mph (65 knots) cruise speed. The model includes fixed wings, V-shaped tail, and distributed electric propulsion system that powers eight electric propellers.

Airbus finalized assembly of the first CityAirbus NextGen model and powered on the aircraft at the end of 2023. The next phase will be a test campaign using the manufacturer’s new AAM test center in Donauwörth, Germany. Those flights represent a step toward type certification of the aircraft with the European Union Aviation Safety Agency (EASA).

“We are excited to extend our long-standing relationship with LCI, an innovative lessor that is globally unique in its positioning across the commercial fixed-wing, helicopter and AAM sectors,” said Balkiz Sarihan, CEO and head of urban air mobility (UAM) at Airbus. “LCI’s combination of operational expertise, customer networks, and financial insights complements Airbus’ technical innovation in flight technologies and will enable us to collectively drive the development of advanced air mobility.”

Airbus is working with Groupe ADP, the organization that manages Paris’ international airports, and regional French authorities to fly the CityAirbus NextGen at the 2024 Olympic Games in the nation’s capital, where other manufacturers such as Germany’s Volocopter and China’s AutoFlight also intend to demonstrate their respective air taxis.

Recently, the company stepped up its partnership for the aircraft’s rollout in Italy, where it is working with ITA Airways, the country’s flag carrier, to build a nationwide AAM ecosystem. It added vertiport operator UrbanV and green energy company Enel, which will assist airports with the transition to electric infrastructure, to the partnership. Prior to the initial partnership announcement in 2022, ITA purchased 28 Airbus aircraft, leasing another 56 following the agreement.

Beyond CityAirbus, the manufacturer is developing four low-carbon ZEROe aircraft concepts, each powered by hydrogen and built to fly 100 to 200 passengers. It hopes to introduce a commercial, low-carbon aircraft by 2035 and recently partnered with four Scandinavian firms to study hydrogen infrastructure at airports in Norway and Sweden.

Airbus U.S. Space & Defense, meanwhile, launched a dedicated drone and uncrewed aircraft systems (UAS) business in November, signaling its interest in self-flying electric aircraft. Airbus already produces several UAS—such as the long-range, high-flying Zephyr—but last month expanded its portfolio with the acquisition of Aerovel by Airbus Helicopters.

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The new rule requires manufacturers to incorporate improved fuel-efficient technologies into airplanes manufactured after January 1, 2028. It also applies to subsonic jet airplanes and large turboprop and piston-engine airplanes that have not yet been certified, the FAA said.

• READ MORE: FAA Proposed Rule Targets Turbine, Turboprop, and Piston Aircraft Fuel Efficiency

“We are taking a large step forward to ensure the manufacture of more fuel-efficient airplanes, reduce carbon pollution, and reach our goal of net-zero emissions by 2050,” said FAA Administrator Mike Whitaker.

Among the aircraft that will be required to meet the new standards are the Boeing 777X and newly built versions of the Boeing 787 Dreamliner; the Airbus A330neo; business jets including the Cessna Citation; and turboprop transports such as the ATR 72 and Viking Air Limited Q400. The regulation does not affect airplanes currently in service. 

• READ MORE: ‘We Need to Fly Aircraft—We Don’t Fly PowerPoints’

Civil aircraft such as those listed contribute 9 percent of domestic transportation emissions and 2 percent of total U.S. carbon pollution, according to the FAA. 

The final rule, which can be found in the Federal Register, is part of the U.S. Aviation Climate Action Plan aimed at achieving net-zero greenhouse gas emissions from the American aviation sector by 2050.

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