Airlines 2021-04 by Redactive Media Group

airlines.iata.org

2050: NET-ZERO CARBON EMISSIONS

Airlines have strengthened their commitment in the battle against climate change

2021 – 04

CEO Interviews GOL, RwandAir | Cargo Carrying lithium batteries safely Passenger experience Rise in unruly passengers | Airport screening Canine COVID-19 detectors | IATA Opinion Fragile recovery needs support

P01 Cover_Airlines 2021-04-No Spine-NEW.indd 1

02/12/2021 17:28

SUSTAINABILITY A CLEAR AMBITION Sustainability is at the heart of our business. From the beginning, we have invested in technologies to make our engines cleaner, quieter

ever more sustainable future. A common mission, extraordinary together.

cfmaeroengines.com/sustainability CFM International is a 50/50 joint company between GE and Safran Aircraft Engines

IATA.Nov2021_002.indd 2

24/11/2021 10:38

Airlines.

Contents 2021 – 04

Comment 5 Willie Walsh, Director General

Government incentives must help Sustainable Aviation Fuels production

22 A better balance in Brazil

Paulo Kakinoff, CEO at GOL, explains that the demand for air transport in Brazil is recovering rapidly

38 IATA Opinion: Conrad Clifford, IATA's Deputy Director General

Features

Fragile recovery needs coordinated governmental support

Maintaining safe lithium battery transportation in the supply chain

Digest

30 Environment

10 IATA and industry update

IATA wins Dutch slot case, Priorities for ground handling, Restore global connectivity, Passengers and biometrics

Net-zero carbon emissions 2050: In line with other global businesses, the airline industry is committed to playing its part in the battle against climate change

14 Data: In numbers

34 Passenger experience

Climate change and aviation

Airlines are reporting a significant rise in unruly passenger incidents, with some resulting in plane diversions

28 Cargo

CEO Interviews

16 More women needed in senior roles

CEO at RwandAir, Yvonne Manzi Makolo, says the aviation industry needs to continue improving diversity at the top

IATA Corporate Communications Vice President Anthony Concil Creative Direction Richard McCausland Assistant Director Chris Goater www.iata.org Editorial Editor Graham Newton Head of content production DeeDee Doke Production editor Vanessa Townsend Senior designer Gary Hill Picture editor Claire Echavarry Production Production manager Jane Easterman +44 (0)20 7880 6248 jane.easterman@redactive.co.uk Publishing director Aaron Nicholls

airlines.iata.org

P03 Contents_Airlines 2021-04.indd 3

Advertising Business development manager +44 (0)20 7324 2763 airlines@redactive.co.uk

Follow IATA on Twitter @IATA and join our LinkedIn group

For Airlines. subscription requests, or change of address notifications, email Airlinesint@iata.org We welcome feedback and content ideas

36 Airport screening

Dogs can be an effective, rapid screening tool at airports, according to a new study

Airlines. ISSN 1360-6387 The opinions expressed in this publication are those of the individual authors or advertisers and do not necessarily reflect those of Redactive, IATA or its members. The mention of specific companies or products in articles or advertisements contained herein does not imply that they are endorsed or recommended by IATA or Redactive. The paper in this magazine is elemental chlorine free (ECF), manufactured within ISO 4001 environmental management standards and is sourced from sustainable managed forests. All of this publication’s content is subject to copyright, design rights and trademarks of Airlines. and third parties.

To access Airlines. content online visit www.airlines.iata.org

Subscribe to the Airlines. fortnightly email - register your details at www.iata.org/optin Published by Redactive Media Group, Level 5, 78 Chamber Street, London, E1 8BL +44 (0)20 7880 6200 www.redactive.co.uk

Recycle your magazine’s plastic wrap – check your local LDPE facilities to find out how.

2021 – 04 Airlines

02/12/2021 15:52

Sponsored Feature: Istanbul Airport

“Istanbul Airport is taking the lead in how every airport must reposition itself not only in the eyes of local communities and the workforce but also within the industry” Firat Emsen, CTO, Istanbul Airport

Nevertheless, as mentioned, sustainability includes so much more than cutting CO2 through new technologies. At Istanbul Airport, transparency in dealings with the public and inclusion policies are also a vital part of the sustainability strategy. The airport is eager to create value for its local communities, for example. Aside from making them aware of the airport’s plans, it has a deliberate policy in place to emphasize job opportunities for local applicants. This is being extended into attracting future generations through generous training schemes and by furthering the reach into the nearby rural areas. This ensures that economic benefits are also optimized by making local communities part of sustainable development. airlines.iata.org

P04-05 SponFt-Istanbul Airport_Airlines 2021-04.indd 5

Meanwhile, diversity and inclusion continue to be promoted. Clearly, for aviation to continue to grow and to reflect the passengers it serves, it must welcome a diverse workforce and especially attract female workers. The skills and insights these underrepresented sections of the workforce offer must not be ignored. “Istanbul Airport is taking the lead in how every airport must reposition itself not only in the eyes of local communities and the workforce but also within the industry,” says Emsen. “Airports are critical to sustainable success because if things aren’t right on the

ground, aircraft can never take to the skies. “Social and environmental responsibility is a lifelong commitment,” he concludes. “Sustainability plans are always in development. However, certainly you should never limit them to just carbon emission reduction nor should you forget that maximizing economic opportunities is an essential component. Istanbul Airport is leading the way in achieving these aims.” For more informationon Istanbul Airport, visit https://bit.ly/3zOW2QH 2021 – 04 Airlines

02/12/2021 15:52

IATA.Nov2021_006.indd 6

24/11/2021 11:04

Willie Walsh: DG Insight

Road to recovery remains complex This week we had a brutal reminder that the road to recovery from the COVID-19 crisis will be complicated. In response to the discovery of the Omicron variant, many governments slammed the door shut on connectivity with South Africa, where the variant was first reported. This will not encourage other states to be as open with their scientific data. And public health officials from the WHO and others have reminded us that restricting travel may put a costly speedbump in the path of the virus, but it will not contain its spread. Travel restrictions do not work. But there are measures we can take. As individuals, proven personal hygiene measures like hand washing, social distancing and mask-wearing are things we all must do. IATA is responsibly trying to re-enable global connectivity. In November we published a Blueprint to help guide governments in safely re-opening their borders with data-driven decisionmaking. This includes a consistent set of health protocols and screening measures airlines.iata.org

to facilitate travel while protecting public health. Two years into this crisis we know so much more about the virus, yet governments have retained little what we have learned about how to live with it. A panicked Pavlovian reaction of closing borders and implementing quarantines demonstrates this. And this is made all the worse without specific commitment to review these knee-jerk reactions within a specific time frame. What should governments do in the face of Omicron? More effective contact tracing and much broader vaccine distribution. The appalling disparity that exists in vaccination rates between the developed and developing worlds cannot be ignored. Less than 10% of the African continent is fully vaccinated, while developed nations cajole their populations to take boosters. Planeloads of vaccines will do far more to tame this virus than travel restrictions can ever achieve.

Willie Walsh IATA Director General

“It is irresponsible that Amsterdam Schiphol is increasing airport charges by 37% in the middle of a crisis. It is insulting that the airport is positioning a token 5% reduction in their demands (originally 42%) as a response to the needs of their customers. And it is nonsense that they are justifying the increase to encourage a more sustainable aviation sector.” On the UK’s changes to air passenger duty. “Placing an even larger APD financial barrier between the UK and the world makes a mockery of the Global Britain ambition by dealing yet another blow to the UK’s competitiveness.”

On IATA Travel Pass Implementation. “After extensive testing, it’s great to see the IATA Travel Pass entering regular operations.”

On the need for global connectivity. “The airline industry, 88 million livelihoods, 3.5% of global GDP and billions of travelers are counting on governments to deliver on the risk-managed reopening of international travel to which they have committed.”

2021 – 04 Airlines

P08-09 Big Picture_Airlines 2021-04.indd 8

02/12/2021 15:53

As we enter the festive period, the world is yet again reminded that only aviation can provide the global connectivity that brings together friends and family at such an important time. Moreover, from 2050 the industry is committed to providing such benefits without adding to the world’s carbon emissions. Happy holidays!

The Big Picture

P08-09 Big Picture_Airlines 2021-04.indd 9

2021 – 04 Airlines

02/12/2021 15:54

Digest IATA wins Dutch slot rule case encouraging competitive markets and providing consumers choice for products and services. IATA also believed that the Rule posed significant harm to the independent, impartial role of slot coordinators in the European Union and that it contravened both EU law and the Worldwide Airport Slot Guidelines (WASG). The successful legal action means that Netherlands slots coordinator, ACNL, is prohibited from allocating slots according to its Policy Rule and prohibits the coordinator from using destination lists to give priority to certain routes to these heavily congested airports.

The court ruled that ACNL had acted beyond its neutral and independent role in defining a definitive priority for all slots to be allocated according to one criteria; connectivity. Furthermore, and importantly, it recognized that allowing the airport managing body, Royal Schiphol Group, to determine destination lists was giving them disproportionate influence on the distribution of slots at key Dutch airports. The decision emphasizes the value of harmonized slot regulations and shows why it is so important that regulators and airports adhere to the European Slot Regulations and the WASG.

IMAGES: GETTY/ISTOCK

IATA has succeeded in legal action in the Netherlands to prevent the application of a new Policy Rule for slot allocation. IATA alleged the Policy Rule would have significant negative effects on the globally functioning system of slot allocation and would result in significant commercial damage for IATA members. IATA argued the Rule compromised the efficient development of air connectivity as it allowed the Royal Schiphol Group (RSG) to directly influence all future new slot allocation for their airports, ignoring key global principles of the slot allocation, such as

Airlines 2021 – 04

P10-12 Digest_Airlines 2021-04.indd 10

airlines.iata.org

02/12/2021 15:54

Digest

“COVID-19 is not going to disappear, so we must establish a way to manage its risks while living and traveling normally”

IATA confirms priorities for ground handling IATA is focusing on standards, digitalization, and addressing the skilled labor shortage to build resilience and ensure long-term sustainability post pandemic for ground handling activities. “There will be challenges as ground handling operations ramp up to meet growing demand [as the aviation industry recovers from COVID-19]. Overcoming labor shortages, ensuring safety with strict adherence to global standards, and digitalization and modernization will be critical to achieving a scalable restart,” said Monika Mejstrikova, Director of Ground Operations, IATA. “Many skilled employees have left the industry and are not coming back. And recruiting, training, and accrediting new staff can take up to six months. So, it is critical that we retain current staff and find more efficient ways of onboarding new personnel,” said Mejstrikova, who also outlined a number of priority solutions.

To retain skilled staff, governments should include ground handlers in wage subsidy programs To speed up training processes, the use of competency-based training, assessments and online training formats should be increased, and training requirements harmonized To increase the efficiency of staff utilization, a training passport should be developed that would mutually recognize skills across ground handlers, airlines and/or airports Global standards are the foundation for safe operations. Two key tools for ground handlers are the IATA Ground Operations Manual (IGOM) and the IATA Safety Audit for Ground Operations (ISAGO). “The aim is for global adoption of IGOM and ISAGO. The IATA online portal will give a boost to this effort,” said Mejstrikova.

AIR CARGO INDUSTRY MUST MAINTAIN MOMENTUM POST-PANDEMIC The air cargo industry must continue working together at the same pace, with the same levels of cooperation as during the COVID-19 pandemic to overcome future challenges and build industry resilience. Sustainability, modernization, and safety were highlighted as key priorities for the industry post pandemic. The outlook for air cargo in the short and long-term is strong. Indicators such as inventory levels and manufacturing output are favorable, world trade is forecast to grow at 9.5% this year and 5.6% in

airlines.iata.org

P10-12 Digest_Airlines 2021-04.indd 11

$129bn

Willie Walsh, IATA’s Director General

2022, e-commerce continues to grow at a double-digit rate, and demand for high-value specialized cargo, such as temperaturesensitive healthcare goods and vaccines, is rising. This year cargo demand is expected to exceed pre-crisis (2019) levels by 8% and revenues are expected to rise to a record $175 billion, with yields expected to grow 15%. In 2022 demand is expected to exceed pre-crisis levels by 13% with revenues expected to rise to $169 billion, although there will be an 8% decline in yields.

The outlook for air cargo is strong: Demand should exceed pre-crisis levels

In 2020, the air cargo industry generated $129bn, approximately a third of airlines’ overall revenues, an increase of 10-15% compared to pre-crisis levels 2021 – 04 Airlines

02/12/2021 15:57

Digest

“CART 3 is a roadmap toward a risk-based, data-driven approach to managing COVID-19” IATA’s Director General Willie Walsh

PASSENGERS WANT TO USE BIOMETRICS IATA’s 2021 Global Passenger Survey (GPS) delivered two main conclusions: Passengers want to use biometric identification if it expedites travel processes. Passengers want to spend less time queuing.

“Passengers have spoken and want technology to work harder, so they spend less time standing in queues. And they are willing to use biometric data if it delivers this result. Before traffic ramps-up, we have a window of opportunity to ensure a smooth return to travel post pandemic and deliver long-term efficiency improvements for passengers, airlines, airports, and governments,” said Nick Careen, IATA’s Senior Vice President for Operations, Safety and Security. 73% of passengers are willing to share their biometric data to improve airport processes (up from 46% in 2019). 88% will share immigration information prior to departure for expedited processing. Just over a third of passengers (36%) have experienced the use of biometric data when traveling. Of these, 86% were satisfied with the experience. Data protection remains a key issue with 56% indicating concern about data breaches. And passengers want clarity on who their data is being shared with (52%) and how it is used (51%).

Airlines 2021 – 04

P10-12 Digest_Airlines 2021-04.indd 12

Global connectivity must be restored IATA urged governments to use the commitments reached at the ICAO High Level Conference on COVID-19 (HLCC) to make progress toward restoring global air connectivity. States attending the ICAO HLCC declared their commitment to 14 measures which, if acted upon, would enable airlines to meet the demands of consumers worldwide for a revival of air travel. In particular, two commitments need the most urgent action by governments. These are: • “We commit to taking effective measures to prevent the spread of SARS-CoV-2 … and other communicable diseases by international air travel, in particular through the implementation of the ICAO CART guidelines, and encourage the harmonization of Member States’ multilayer risk management strategies to safely restore international connectivity and support the revival of the global economy as a critical step towards achieving our goal to enhance the social, environmental and economic sustainability of aviation, ensuring the interoperability and mutual recognition of, and

accessibility to, digital applications, secure transmission and validation of pandemic-related testing, vaccination and recovery certification that protects privacy and personal data.” “We commit to promoting … a harmonized and inclusive approach to facilitate safe international air travel, including alleviating or exempting testing and/or quarantine requirements for fully vaccinated or recovered passengers, taking into account the different circumstances of individual States and their national policies, in keeping with WHO’s policy and technical considerations for implementing a risk-based approach to international travel in the context of COVID-19, and providing exceptions for non-vaccinated passengers.” Earlier this month, ICAO published recommendations that will assist the realization of the HLCC declaration. Known as CART 3 (the Council Aviation Recovery Task Force), the outputs build on previous recommendations from CART as well as the Take-off guidance and Cross-border Manuals. airlines.iata.org

02/12/2021 15:57

SUSTAINABILITY STARTS WITH THE GEAR. THE COMMERCIAL JET ENGINE IN A LEAGUE OF ITS OWN. The Pratt & Whitney GTF™ is the only geared propulsion system in commercial aviation today, a foundation for other sustainable technologies to build upon. With more than ten reliable path to sustainable growth is here.

EXPLORE THE FUTURE OF FLIGHT AT PRATTWHITNEY.COM

IATA.Nov2021_013.indd 13

24/11/2021 11:05

Data

In numbers C L I M AT E C H A N G E A N D AV I AT I O N

By 2050 aviation will connect 10 billion passengers annually www.iata.org/flynetzero

The 77th IATA AGM approved a resolution for the global air transport industry to achieve net-zero carbon emissions by 2050.

21,200,0

21.2 gigatons of CO2 The amount of CO2 emitted by aviation 2021-2050 in a “business-as-usual” approach

2025 Airlines 2021 – 04

P14-15 Data_Airlines 2021-04.indd 14

By 2025, it is estimated 1 million flights will use about 5 billion liters of Sustainable Aviation Fuel

Around 80% of aviation emissions result from flights over 1,500km for which there is no practical alternative airlines.iata.org

02/12/2021 15:58

Data

Estimated percentage reliance on offsets

Expected SAF required for Net Zero 2050

The industry plan for net-zero foresees a rapid decline in the use of offsets for industry CO2 reductions as in-sector solutions take over

A massive increase in SAF production will be needed to meet the demand of emissions reduction leading up to 2050

Percentage

Source: Net zero 2050: offsetting and carbon capture, IATA.org

100

Billion litres

Source: Net zero 2050: sustainable aviation fuels (iata.org)

500

97%

93%

449

400

77.5%

44.5%

229

200

24%

346

300

100

2025

2030

00,000 2025

2030

2035

2040

2045

2050

2035

2040

2045

2050

Over 9,000 aircraft have been retrofitted with winglets since 2000, saving over 100 million tonnes of CO2

How we plan to achieve Net-Zero Carbon Emissions The net-zero objective will be met through a combination of maximum elimination of emissions at source and the use of approved offsetting and carbon capture technologies Source: IATA.org

airlines.iata.org

P14-15 Data_Airlines 2021-04.indd 15

65%

13%

19%

Usage of Sustainable Aviation Fuel (SAF), sourced from feedstocks that do not degrade the environment or compete with food or water

Investment in new aircraft technology, including radical new aerodynamic and alternative propulsion (electric or hydrogen) solutions

Continued improvement in infrastructure and operations efficency, with a particular focus on improved air traffic management

Usage of approved offsets including carbon capture and storage technology

2021 – 04 Airlines

02/12/2021 15:58

CEO Interview

It’s very different at RwandAir and in Rwanda too. Our Parliament is 61% women, and our cabinet is more than 50% women. It is a shock to me to see anything skewed heavily in the other direction 16

Airlines 2021 – 04

P16-19 CEO-RwandAir_Airlines 2021-04.indd 16

airlines.iata.org

02/12/2021 15:59

CEO Interview

Aviation needs more women at the top Yvonne Manzi Makolo, CEO RwandAir, says the air transport industry must continue to improve diversity in senior management. INTERVIEW BY: GRAHAM NEWTON

s RwandAir emerges from the pandemic, having a single African market, more testing, opening up routes, and increasing the number of women at the top echelons of airlines would be among the measures its CEO Yvonne Manzi Makolo advocates for getting the airline industry in Africa up and running again.

travel was already stressful for many people. Now, they were also worried about getting stuck in another country or being refused entry or not knowing the correct health protocols at an airport or inflight. It was hard to give them peace of mind and the confidence to travel because we didn’t know exactly what was happening either.

What were the worst aspects of the crisis for you as an airline CEO?

Can the health protocols being established in other regions—such as proof of vaccination— work in Africa?

It has been very difficult every day and it is still difficult. It has been a long 18 months. The biggest challenge has been the uncertainty. Our plans stopped and started so many times because of the travel restrictions. And those decisions about travel restrictions were often arbitrary and not rooted in science. It made it impossible to plan with any confidence. Whether it was our network or our staff or the health protocols, we had to adapt as best as we could at short notice. For the airline, the need for flexibility has been an important lesson. But it was an anxious time for our staff who were worried about their jobs, and for our passengers too. You have to remember that

Globally, there is no doubt that the vaccination program has been instrumental in helping travel to restart, especially internationally. It is a great tool for the industry. But we must be clear that this won’t work for Africa. In Africa, the overall vaccination rate is less than 5% and we will struggle to get anywhere close to the rates being seen elsewhere, even in a year or two’s time. Simply, making vaccination a mandatory condition for travel would shut out most of the African market and African travelers. Fortunately, we do have an alternative in testing. A negative test close to departure should be sufficient. But it must be affordable.

airlines.iata.org

P16-19 CEO-RwandAir_Airlines 2021-04.indd 17

2021 – 04 Airlines

02/12/2021 15:59

CEO Interview

Across Africa, the cost of testing varies widely. Making it cheaper is not just about allowing more people to travel. It is about health safety. There is a lot of fraud because of the high cost of testing. Fraudulent paperwork about a negative test is cheaper to acquire than a valid test so if governments ensure testing is affordable it would not only enable more people to travel but also improve health safety for every traveler.

more than 50% in the first year alone. It removes tariffs on 90% of goods. We must be ready to build on this opportunity. Why is the codeshare with Qatar Airways important?

There has to be more support for aviation from governments. But this doesn’t necessarily mean financial support. Now, more than ever we need a single African aviation market. We have talked about it endlessly but the time for talking is over and we must get on with the implementation. Africa must open up. African airlines must have open skies and be able to fly where they want to meet travel demand. This would help with the biggest challenge we face in Africa outside of the pandemic, which is cost. Whether it is the cost of visas, airport charges or taxes on aviation fuel, travel within Africa can be extremely expensive. If the market opens up, competition will increase, and this would drive down prices and improve standards. The African market is vastly under-tapped and opening up would be a significant boost for aviation.

IMAGES: SHUTTERSTOCK/ISTOCK

What are your future plans for RwandAir?

We have been affected by the COVID pandemic and we did have to shrink our services. But doing so has allowed us to begin growing again. We suspended thinner routes, but we have opened new routes as well, including Lubumbashi and Goma in Democratic Republic of Congo. Our growth will be organic, but we expect to double our fleet over the next five years. Diversifying our revenue streams will also be important. Cargo will be a big part of that as we have had the African Continental Free Trade Area operating since the start of 2021. It is estimated that this will grow intra-African trade Airlines 2021 – 04

P16-19 CEO-RwandAir_Airlines 2021-04.indd 18

What will it take for aviation to recover in Africa?

The codeshare with Qatar Airways is a major achievement for RwandAir. It gives our passengers access to a world-class airline and a worldwide network. To make it truly seamless, we will launch non-stop flights between Kigali and Doha in December 2021. The agreement will prove beneficial for both airlines. It gives us access to 265 global destinations and they greatly improve their pan-African offering. We will also share our loyalty programs and RwandAir is the first sub-Saharan carrier to do that. In due course, Qatar Airways will also acquire part of RwandAir. And we will also look at other synergies in terms of training, service delivery, and so forth. Is diversity in aviation moving fast enough?

In Africa, the overall vaccination rate is less than 5% and we will struggle to get anywhere close to the rates being seen elsewhere, even in a year or two’s time

It is good that the industry recognises diversity and IATA’s 25by2025 initiative is definitely a step forward. Several airlines have also been very progressive. Even so, we are not moving fast enough. There is so much more that can be done, especially in getting women into senior positions. I am always surprised when I attend industry events to see how male-dominated aviation is. It’s very different at RwandAir and in Rwanda too. Our Parliament is 61% women, and our cabinet is more than 50% women. It is a shock to me to see anything skewed heavily in the other direction. In particular, what are the challenges you see for women aspiring to be senior management? What advice would you give them?

In Rwanda it was a deliberate decision to give women more opportunities and to give them support when they took those opportunities. We must do something similar in aviation. We have to give women a chance but then be airlines.iata.org

02/12/2021 15:59

CEO Interview

proactive in providing the right framework for them to succeed. At the moment, too many women feel they have to do more than male counterparts to be offered the same opportunities or the same pay. There is no good reason for aviation to stand out as a male-dominated industry. Business is business. Women have a lot to offer.

50%

Cargo will be a big part of [diversifying our revenue streams] as we have had the African Continental Free Trade Area operating since the start of 2021. It is estimated that this will grow intra-African trade more than 50% in the first year alone.

Is the industry doing enough to mitigate its environmental impact? And how is the issue viewed among African carriers?

I was happy with the net-zero carbon emissions by 2050 resolution at the IATA AGM. The industry needed to take a bold step and the resolution was certainly that. It pushes the industry in the right direction. The environment has become a big issue in Africa. Climate change will have a severe effect on the continent unless we reduce carbon emissions quickly. But it is important that we understand that this is not just about the airlines. Everybody in the industry must play their part from airports to airframe manufacturers. Airlines are singled out as the polluters, but every flight is the combination of a vast number of stakeholders and each of those stakeholders has a role to play in helping to reduce emissions.

19 and that would provide an example to governments on the benefits of partnership to economies and the end user. Anything we can do to get the cost base down would make African airlines more competitive and allow more Africans to travel. If you could change one thing about your airline or the industry in general what would it be and why?

Aside from recovering from the impact of the pandemic, what do you think will be the main issues affecting African aviation?

The main thing about African aviation is its potential for growth. There is an absolutely massive market waiting to be connected. The African Continental Free Trade Area is an important development. It will drive trade and in turn that will drive demand for business travel. We have to be ready to leverage that opportunity. Of course, creating a single African aviation market would provide an even bigger stimulus. African airlines also have to be better at collaborating with each other on noncompetitive issues, such as safety and taxes and charges. There is more we can achieve together airlines.iata.org

P16-19 CEO-RwandAir_Airlines 2021-04.indd 19

Climate change will have a severe effect on the continent unless we reduce carbon emissions quickly

Apart from more women in senior positions? Because that would certainly make for a stronger industry! As we come out of the pandemic, I think it will be more important than ever to listen to our customers. Passengers will have new requirements and greater expectations about carbon emissions, contactless travel, and so much more. Airlines have to understand what our customers want from the new travel experience. Despite the pandemic, this is an exciting time. That is especially true for RwandAir following the agreement with Qatar Airways and the potential in Africa. But it could be true for any airline that is willing to listen, adapt, and provide seamless, sustainable services. 2021 – 04 Airlines

02/12/2021 15:59

Sponsored Feature: JBT

“Careful attention will need to be paid to components which may have deteriorated while out of use” David Bunting To assist its customers, JBT has run a number of online maintenance training courses as well as customer specific virtual troubleshooting. This has helped keep its vast range of equipment prepared for all eventualities. Equally important is the use of data to understand exactly what is required and how a piece of equipment is performing. Modern fleet is constantly monitored, and the use of metrics can fine tune operational efficiency. JBT’s iOPS telematics suite provides a multitude of data to support the efficient operation of a ground handler’s fleet, such as live access to a machine’s current status, fleet utilisation, and predictive maintenance warnings. As the industry begins its long recovery to pre-COVID traffic levels, many innovations will come to the fore. For ground operators, this could make all the difference and allow a return to profitability. JBT is determined to lead advances in the sector and provide the flexibility and reliability that ground operators crave in their equipment.

For more information, please visit www.jbtc.com/en/emea/aerotech airlines.iata.org

P26-27 SponFt-JBT_Airlines 2021-04_Airlines International.indd 27

2021 – 04 Airlines

02/12/2021 15:56

Cargo

Maintaining safe lithium battery operations With an increase in shipments of lithium batteries, the industry is aiming for a network of stakeholders certified in safely transporting such goods

risks to ensure that the security of the supply chain is not compromised. “Lithium batteries are critical power sources for many consumer goods on which we all rely,” says Willie Walsh, IATA’s Director General. “And it is vital that we can ship them safely by air either with finished products or as components in global supply chains. That’s why we developed the CEIV Lithium Battery certification. It gives shippers and airlines assurance that certified logistic companies operate to the highest safety and security standards when shipping lithium batteries.” Accreditation process

CEIV Lithium Battery is based on the stipulations in the IATA Dangerous Goods Regulations (DGR) and IATA Lithium Battery Shipping Regulations (LBSR). These documents establish the baseline standards that improve the level of competency and quality management in the handling and carriage of lithium batteries throughout the supply chain.

CEIV Lithium Battery takes the standards to the next level through a three-step accreditation process. 1. Training: The Lithium Battery Safety Logistics Management training prepares all personnel involved in the handling and transport of lithium batteries. 2. Assessment: An assessment against the dedicated CEIV Lithium Battery audit checklist ensures compliance with the latest standards. Extensive feedback, including a gap analysis, highlights areas of improvement. 3. Validation: A final validation verifies that any findings from the gap analysis have been addressed to ensure that the organization meets the program’s standards. CEIV Lithium Battery certification lasts for two years and successful organizations are listed on the IATA One Source registry. Re-certification includes a refresher training and a re-validation to check continued compliance with the standards.

IMAGES: SHUTTERSTOCK

ATA has launched the Center of Excellence for Independent Validators (CEIV) Lithium Battery, a new industry certification program. Already the industry is benefiting from IATA CEIV programs in live animal transportation (CEIV Live Animals), pharmaceuticals (CEIV Pharma), and perishables (CEIV Fresh). Shipments of lithium batteries— whether alone or with finished products—must comply with stringent global safety standards. This includes how they must be manufactured, tested, packed, marked, labeled, and documented. There has, however, been an increasing number of incidents where shipments of lithium batteries have either been intentionally mis-declared and are non-compliant with existing regulations. Given the increasing use of lithium batteries as an energy source for consumer goods—from mobile phones to children’s toys— there is a real need to address safety

Airlines 2021 – 04

P28 Cargo_Airlines 2021-04.indd 28

airlines.iata.org

02/12/2021 17:23

Propelling the future of flight We help organisations re-imagine the future of air travel so air transport prospers. By laying forward-looking, innovation-friendly regulatory practices, we help the future of flight flourish – spreading the benefits of safer, secure and more sustainable aviation to all parts of the world. So wherever you are on your journey to better aviation, go further with expert advice and support from the UK CAA.

Pioneering aviation systems of the future Advisory Services | Training | Regulatory Systems Visit caainternational.com IATA.Nov2021_029.indd 29

24/11/2021 11:06

Environment

65%

By 2050, SAF could contribute about 65% of the reduction in emissions needed by aviation to reach net-zero carbon emissions in 2050

Airlines 2021 – 04

P30-33 Environment_Airlines 2021-04.indd 30

airlines.iata.org

02/12/2021 16:02

Environment

2050: Net-zero carbon emissions

Global push A partnership approach ICAO must lead governments in a global approach Governments must set policies supporting carbon-reducing innovation, SAF production, and the Carbon Offsetting Reduction Scheme for International Aviation (CORSIA) A patchwork of national environment taxes must be avoided Fuel-producers need to bring large scale, cost-competitive SAF to market Airports must make sure airlines have access to SAF in airports at no additional cost compared with jet fuel Governments and air navigation service providers must eliminate inefficiencies in air traffic management—all of which are inexcusable even without a sustainability mandate Aircraft and engine manufacturers must produce radically more efficient airframe and propulsion technologies

airlines.iata.org

P30-33 Environment_Airlines 2021-04.indd 31

Airlines have strengthened their commitment in the battle against climate change WORDS: GRAHAM NEWTON

t the 77th IATA Annual General Meeting in October 2021, IATA member airlines agreed to commit to achieving net-zero carbon emissions from their operations by 2050. The resolution aligns with the Paris agreement to limit global warming to 1.5°C. Flying sustainably is not optional. And it is more than the industry’s license to grow. The freedom to fly at all may depend on eradicating carbon emissions. The new industry target will take a combination of sustainable aviation fuels (SAF), radical airframe designs, cutting edge propulsion methods, efficiency gains, carbon capture technology, and offsetting. And it will be an enormous undertaking given that projections suggest 2050 demand will be in the region of 10 billion passengers per year. If the industry carried on flying as it is today—a business-as-usual approach—by 2050 it would have emitted approximately 21.2 gigatons of CO2. Willie Walsh, IATA’s Director General, notes that industry partners must play their part. “The cost and effort of breaking our industry’s dependance on fossil fuels cannot fall on the backs of airlines alone,” he says. “We don’t have

electric cars because drivers built them. The energy transition for road transport is happening because governments created a policy framework that supported innovation. The market reacted by developing cost-efficient electrification solutions that appealed to consumers. The technology roadmap for sustainable aviation is more complex. But the mechanism to deliver change is the same.” The Biden Administration in the United States provides an example of what can be done. It has taken a whole-ofgovernment approach to incentivize the production of at least 11 billion liters of SAF by 2030. But further efforts are necessary.

Sustainable Aviation Fuels SAF will be the main driver in airline efforts to reduce emissions at source. SAF can reduce CO2 emissions 80% or more. They are produced from a number of sources (feedstock) including waste oil and fats, green and municipal waste and non-food crops. They can even be produced synthetically via a process 2021 – 04 Airlines

02/12/2021 16:02

Environment

that captures carbon directly from the air. Crucially, SAF feedstock does not compete with food crops or water supplies, nor contribute to forest degradation. By 2025, it is estimated that there will be 11 technical pathways to producing SAF. And SAF could contribute about 65% of the reduction in emissions needed by aviation to reach net-zero carbon emissions in 2050. A massive increase in production will be required though. The largest acceleration is expected in the 2030s as policy support becomes global, SAF becomes competitive with fossil kerosene, and credible offsets become scarcer. “Building new factories to refine SAF takes time,” says Sebastian Mikosz, IATA’s SVP, Environment and Sustainability. “Investments commenced several years ago are only now coming on stream. These facilities will help to push up production, but we have to push for much more if we are to meet a goal of 5% of commercial jet fuel demand by 2030.” Positive incentives are the most effective policy tool, according to IATA, as they reduce project risk and allow organic supply and demand to develop into a sustainable market. In contrast, IATA opposes mandates forcing airlines to use a certain quantity of SAF as this typically results in higher prices, and so diverts resources that could be deployed for other environmental investment. Other avenues for government support include: Globally recognized sustainability standards Applying higher incentives for aviation over ground transport Supporting sustainable aviation fuel research and development and demonstration plants Implementing policies that de-risk investments into SAF production plants and engaging in public-private partnerships for SAF production and supply Ensuring policy timeframes match investment timeframes. Airlines 2021 – 04

P30-33 Environment_Airlines 2021-04.indd 32

Operations and infrastructure Emissions reductions from operations and infrastructure efficiency may be relatively small compared with larger projects but they are usually quick to implement and can be significant in the near term. Already, operational and infrastructure efficiencies have resulted in a 55% improvement in fuel burn per passenger kilometer since 1990. Retrofitting winglets enables airlines to save more than 4% in fuel, and reduce aircraft noise and NOx emissions, for example. Over 9,000 aircraft have been retrofitted, saving over 100 million tonnes of CO2 since 2000. Airport improvements include: Fixed electrical ground power at gate Airport collaborative decision making Surface congestion management (reducing taxiing delays). Even so, many operational improvements remain unrealized, particularly in the area of air traffic management (ATM). It is estimated that some 6%-10% of wasted emissions in Europe could be recovered through more efficient ATM. The Single European Sky initiative has made slow progress, however, stalled by institutional resistance and a lack of political leadership. Similarly, NextGen in the United States could benefit from a faster rollout. Meanwhile, ICAO Aviation System Block Upgrades—a series of modernization projects—could deliver global fuel and CO2 savings of up to 3% in 2025 if blocks 0 and 1 are fully implemented. Sustainable flights using the ideal trajectories and air traffic procedures are possible and there have been many tests. Recently, British Airways flew a “perfect flight” that reduced CO2 emissions 62% compared with a previous perfect flight more than a decade ago. Such demonstrations prove what could be achieved with improved ATM.

From 2027, virtually all international flights will be subject to mandatory offsetting requirements, covering more than 90% of all international aviation activity

airlines.iata.org

02/12/2021 16:02

Environment

New aircraft technologies

Offsetting and carbon capture The industry plan for net-zero carbon emissions foresees a rapid decline in the use of offsets as in-sector solutions take over. But offsetting mechanisms, including carbon capture technologies, will be vital in the next decade or so and continue to be integral to achieving the overall industry target. The Carbon Offsetting & Reduction Scheme for International Aviation (CORSIA) is the main pillar. CORSIA aims to stabilize aviation’s net CO2 emissions at 2019 levels from 2021 onwards and will be implemented in phases. From 2021 until 2026, only flights between countries that volunteer to participate in CORSIA will be subject to offsetting requirements. To date, 107 States have volunteered to join CORSIA for 2022, representing about 77% of all international aviation activity. From 2027, virtually all international flights will be subject to mandatory offsetting requirements, covering more than 90% of all international aviation activity. Exceptions include developing countries and small island states. The criteria for offsetting measures are being closely scrutinized. Forestry and natural climate solutions are already available. Some 15-20% of the world’s greenhouse gas emissions come from

deforestation but there are challenges in reversing this trend. Reforestation and protection must be permanent, and the needs of indigenous communities must be considered, for example. Offsetting measures on the horizon include direct air capture (DAC), which removes CO2 directly from the atmosphere. It is estimated that up to 30,000 large DAC facilities would capture some 30 gigatons of CO2 per year. Virgin Atlantic is partnering with Storegga Geotechnologies and Carbon Engineering to accelerate the use of direct air capture of CO2. Carbon capture utilization and storage (CCUS) is a technology that can capture up to 90% of the CO2 emissions produced from the use of fossil fuels in electricity generation and industrial processes. Although technically feasible already, some argue that CCUS technology could facilitate a prolonged use of fossil energy, rather than pushing investment towards low carbon and renewable energy. The Intergovernmental Panel on Climate Change (IPCC) has, however, stated that CCUS will be critical to limit global warming and the International Energy Agency has indicated that CCUS could reduce global CO2 emissions by 19%.

“If the industry carried on flying as it is today—a business-as-usual approach—by 2050 it would have emitted approximately 21.2 gigatons of CO2” airlines.iata.org

P30-33 Environment_Airlines 2021-04.indd 33

The overall fuel efficiency of the industry fleet is about 80% better than 50 years ago. Geared turbofan engines and further advances in design will drive a further 15%-25% fuel efficiency improvements over the next two decades. But from the mid-2030s, radical new propulsion technologies and advanced designs promise even greater benefits. The first step is likely to be hybrid-electric concepts. When combined with a new airframe body, such as a blended wing, CO2 reductions of up to 40% are possible. Smaller, fully electric aircraft could also appear around this time. Norway has the goal of operating all domestic and short-haul flights electrically by 2040. Electric flights would completely eliminate CO2 emissions. Hydrogen is another possibility. It is lighter than jet fuel but takes up much more space. Much larger tanks and fundamental changes in the aircraft fuel system are therefore needed. Entry into service is envisaged from 2035. New airframe designs will need to be developed to realize the potential of new propulsion methods. A canard wing has the main wing being set further back behind small forewings. These could be in production from 2035-2040. A blended wing uses the entire plane to generate lift, enabling huge fuel savings. Strut or truss-braced wings would enable larger more efficient engines to be used, such as open rotors. Both Airbus and Boeing are working on radical new designs as are other airframe manufacturers. Airbus has established a Wing of Tomorrow program. “Wing of Tomorrow, a crucial part of Airbus’ R&T portfolio, will help us assess the industrial feasibility of future wing production,” says Sabine Klauke, Airbus Chief Technical Officer. “High-performing wing technology is one of several solutions— alongside sustainable aviation fuels and hydrogen—we can implement to contribute to aviation’s decarbonization ambition.”

2021 – 04 Airlines

02/12/2021 16:02

Passenger experience

Unruly passenger incidents continue to increase

With an increase in confrontations with and among passengers, confusion can still arise about the legal situation in different countries where an aircraft lands

IMAGE: ISTOCK

WORDS: GRAHAM NEWTON

irlines are reporting a significant rise in unruly and disruptive passenger incidents. In 2020, the rate of incidents doubled, and that trend is continuing in 2021. In an informal survey of IATA’s Cabin Operations Safety Technical Group, one member airline reported over 1,000 incidents of non-compliance in a single week. Another calculated a 55% increase in unruly passenger incidents based on the numbers carried. Incidents have even resulted in diversions, including a flight from Paris to Delhi. In the United States, the Federal Aviation Authority (FAA) had more than 4,600 incident reports between January and early October 2021, of which 72% related to a refusal to comply with the federal mandate to wear a mask. Some 849 of these reports have been investigated versus a yearly average of 142 over the last decade. Tim Colehan, IATA’s Assistant Director, Government and Industry Affairs, notes that a complex set of new health rules means some increase in non-compliance was inevitable. But this can’t explain it entirely. He points out that at the time of booking, passengers agree to the terms and conditions. There is messaging at check-in, at the gate, and announcements are usually made on the aircraft. Other factors are clearly at play

In 2020, the rate of incidents doubled, and that trend is continuing in 2021.

Airlines 2021 – 04

P34-35 Unruly Passengers_Airlines 2021-04.indd 34

in the increase in unruly passenger cases. “One explanation for the hike in incidents is that the context has changed,” says Colehan. “Not wearing a mask is arguably no different to not wearing a seatbelt or not putting your laptop away. They involve a failure to follow instructions. But because of the pandemic and the public health implications, not wearing a mask makes it much more personal and has caused confrontation between passengers. It has also led to governments, such as the United States, to take a zero-tolerance approach and to encourage incident reporting by crew.” In the United States, although there is a zero-tolerance policy and FAA fines have topped $1 million since the beginning of 2021, differences between federal and state laws complicate prosecution procedures. Interfering with cabin crew is a federal crime so needs to be dealt with by the Federal Bureau of Investigation (FBI), whereas flights involving unruly incidents are typically dealt with by local law enforcement upon landing. There are similar legal issues in the international arena. The 1963 Tokyo Convention attempted to alleviate any confusion by insisting the right to prosecute resided with the state in which the aircraft was registered. But this can cause problems on landing in a foreign country. Local authorities sometimes consider that they do not have jurisdiction when the aircraft is registered in another state, or the operator holds a foreign certificate (AOC). Unruly passengers may therefore be free to continue their journey without any sanction for their misbehavior.

airlines.iata.org

02/12/2021 16:03

Passenger experience

But because of the pandemic and the public health implications, not wearing a mask makes it much more personal and has caused confrontation between passengers.

airlines.iata.org

P34-35 Unruly Passengers_Airlines 2021-04.indd 35

Solving legal gaps

Consequences

The Montreal Protocol 2014 (MP14) amends the Tokyo Convention and gives jurisdiction to the country in which an aircraft lands. Where countries have ratified MP14 and implemented relevant local laws, enforcement authorities have the jurisdiction to deal with unruly passengers that arrive in their territory, irrespective of where the aircraft is registered. MP14 entered into force on 1 January 2020 when Nigeria became the 20th party to ratify. As of September 2021, 32 countries had ratified MP14 with Russia the most recent. Finland, France, Qatar, Netherlands, and Switzerland also ratified in 2021. “The Tokyo Convention has been ratified by 187 countries,” says Colehan. “We would ultimately like to see the same level of commitment for MP14. It has taken the pandemic to focus regulatory minds on the issue of unruly passengers, but progress has been quite rapid by international convention standards. “But it is important that all countries ratify MP14,” Colehan continues. “We need effective multilateral treaties in a global industry.”

With the jurisdiction established, it is vital that countries take steps to enforce the law. “Airlines want their customers to have an enjoyable journey, but we need to make it clear to the small minority of unruly passengers that compliance with crew instructions is mandatory under civil aviation law,” insists Colehan. IATA is calling for governments to review their current enforcement mechanisms to ensure they can deal with all types of unruly and disruptive behavior. Wider use of civil and administrative penalties as set out in an ICAO manual (Document 10117) would create an efficient and effective deterrent. This could be fines that are handed out on arrival by police much like the system in place for speeding offenses in vehicles. “Criminal prosecution remains an option for more serious incidents with large fines or prison sentences,” says Colehan. “These offences must be enforced vigorously, and the consequences of such behavior publicized,” says Colehan. In the meantime, cabin crew will continue to deal with unruly passengers with the utmost professionalism. Training in this area hasn’t needed to be updated as passenger disruption needs to be de-escalated whatever the cause. That hasn’t changed. “But the problem is that health requirements are always changing,” says Jonathan Jasper, IATA’s Senior Manager, Cabin Safety. “Every journey is different. And it is a challenge for cabin crew to keep updated. Wearing masks is universal but that’s about it. Every country has its own health requirements. But cabin crew are well trained and manage a number of situations extremely well. The incident numbers would be much higher if we didn’t have excellent cabin crew throughout the world.” Unruly Passengers will be discussed at the IATA Cabin Ops Safety Conference, an online event, December 7-8, 2021.

2021 – 04 Airlines

02/12/2021 16:03

Airport screening

Dogs can be an effective, rapid COVID screening tool 36

the virus, meaning they are more accurate than lateral flow tests. And with the ability to screen some 300 people per hour, dogs are also considerably faster. It makes canines an ideal screening tool at transport hubs, including airports. The dogs will indicate if they can smell the COVID-19 odor on an individual who would then need to take a confirmatory PCR test. The process would be fast, reliable, non-invasive, and will enable earlier self-isolation to prevent onward transmission.

Graham Newton investigates the latest tool that airlines are using to screen passengers for COVID-19 WORDS: GRAHAM NEWTON

new study has demonstrated the effectiveness of canines in detecting COVID-19 in people. The study—a collaboration between the London School of Hygiene & Tropical Medicine (LSHTM), Durham University, Medical Detection Dogs (MDD), and Arctech Innovation—comprised close to 4,000 volunteers across the United Kingdom, making it the most robust and in-depth trial of its kind in the world. It set out to examine whether COVID-19 had an odor and, if so, whether it could be detected. The findings affirm positive answers to both questions. Results show that dogs were able to distinguish between positive and negative odor samples with a sensitivity up to 94% and specificity up to 92%. Essentially, the dogs could identify which volunteers did and didn’t have

Airlines 2021 – 04

P36-37 Dogs_Airlines 2021-04.indd 36

“Airlines and airports are receptive to the idea of dogs screening for COVID-19, as is the World Health Organization (WHO)”

airlines.iata.org

02/12/2021 17:44

Airport screening

In fact, mathematical modeling suggests that dog screening plus a confirmatory PCR test would avert up to 2.2 times as much transmission compared with the isolation of symptomatic individuals only. “To correctly identify the odor over 94% of the time and to know when there was no disease present in over 90% of cases is remarkable,” says MDD Chief Scientific Officer, Dr Claire Guest. “It proves the positive impact that dogs, with their rapid turnaround time, could have for mass screening alongside a confirmatory PCR test as we continue to battle the pandemic. We believe that their noses could provide a strong line of defense against future pandemics.”

IMAGES: GETTY

Virus detection

Dogs were an obvious tool to explore having proved their efficacy with several other diseases, including malaria. They are also a familiar sight at many transport hubs, usually checking for drugs or explosives. “An important point is that dogs can detect very low levels of the virus,” says Professor James Logan, Department of Disease Control, LSHTM, and study lead. “It makes them very effective at screening mild and even asymptomatic cases.” Detection is also specific to COVID-19. Professor Logan reveals that the dogs in the trial successfully ignored people who had cold symptoms but not COVID-19. More generally, canines are also a good deterrent and could prove effective at stopping people trying to fool the system. “We wouldn’t envisage dogs at every gate in every terminal in the world,” says Professor Logan. “But you can target flights, perhaps with an algorithm that uses the difference in transmission rates between origin and destination countries. There is the potential to use dogs to screen pre- or post-flight or just use them generally in the airport environment. Whatever the situation, dogs

airlines.iata.org

P36-37 Dogs_Airlines 2021-04.indd 37

“To correctly identify the odor over 94% of the time and to know when there was no disease present in over 90% of cases is remarkable” Dr Claire Guest, MDD Chief Scientific Officer

could considerably speed up passenger throughput without any deterioration in risk management procedures.” And with training taking just three months from scratch—much less if the dog is already skilled in odor detection—they could be deployed in the near future. Field trials

But as with any new diagnostic tool, a number of checks will be made. The next step of the study is testing the dogs in field conditions. This is not expected to produce significantly different results as the dogs are trained to ignore distractions and focus on the job at hand. “Dogs can do this,” Professor Logan insists. “That is the whole point of the study. People will be confident with dogs sniffing. It is a passive, calm measure.” Logan reports that airlines and airports are receptive to the idea of dogs screening for COVID-19, as is the World Health Organization (WHO). Indeed, WHO is developing guidelines for how dogs can be used not only for COVID-19 but also in any future pandemic. “We wanted to demonstrate that dogs could be an effective screening tool for COVID-19 with robust science and a phased approach,” concludes Professor Logan. “The study has been done systematically so that everybody can see the results every step of the way. We believe we have a compelling story. Our findings demonstrate that people infected with SARSCoV-2, with asymptomatic or mild symptoms, have a distinct odor that can be identified by trained dogs with a high degree of accuracy.”

2021 – 04 Airlines

02/12/2021 17:27

IATA Opinion: Conrad Clifford

Fragile recovery shows need for coordinated travel support Conrad Clifford, IATA’s Deputy Director General, says in this fragile recovery governments must support the industry with harmonization of travel rules

ILLUSTRATION: SAM KERR

fter months of doom and gloom, there were encouraging signs for passenger air travel in the autumn. In Europe, the summer season brought a substantial improvement, and November saw the long-awaited reopening of the US market. Unfortunately, as this column was going to press, news of the Omicron variant was leading to a snap-back of border restrictions, travel bans, and PCR test requirements. The danger is that governments will overreact, when scientific advice, not least from the WHO, is that travel bans are ineffective. Omicron won’t be the last variant: governments need to plan for this with predictable measures that can be put into place effectively and have clear sunset dates for removal. We have outlined this in our Blueprint Document. Aside from this latest worrying development another reason for the slow recovery is that governments have still not placed sufficient emphasis on global harmonization of travel rules. Our passenger survey reveals considerable damage to customer confidence from myriad measures governments have in place. Whether on vaccine recognition, rules on minors, testing regulations, ‘red lists’ or many other issues, there is still far too much confusion. Simple, harmonized rules are the key. IATA’s ITP will also reduce the passenger confusion. Digital solutions are essential to reduce paperwork and prevent massive delays. Despite the delayed recovery, we know that the long-term trajectory is for continual growth. That brings the environmental challenge into sharp relief. If we are to succeed in reaching our goal of net-zero carbon emissions by 2050, airlines, the wider value chain, and governments have to work together. We need effective policies to incentivize SAF, airspace improvements, and Airlines 2021 – 04

P38 IATA Opinion-CC_Airlines 2021-04.indd 38

other practical environmental measures. What we do not need is to be punished by ineffective ‘green taxes’ that merely drain money that could be focused on environmental investment. Airlines know that the cost of delivering net-zero over the next 29 years will be well into 13 figures. The better financial shape the industry is in, the faster it will be able to invest in SAF and other carbon-reduction options. Unfortunately, the fiscal challenges facing the industry seem to be getting worse not better. In addition to worrying tax proposals, infrastructure costs are a huge concern. We recognize that airports and ANSPs suffered a financial hit during the pandemic. But attempting to recoup these costs from airlines by hiking fees is unacceptable. ANSPs and airports have generated far in excess of their expected regulated returns during the boom years and investors must accept some short-term pain, as airlines did, for the COVID impact. But it is always too tempting for monopoly infrastructure providers to resist cashing in. So regulators need to stand firm. If anything, fees should be cut, to help facilitate a recovery as rapidly as possible. Regulators should also not be too hasty to end slot alleviation measures. Whilst some domestic markets may have already bounced back by the end of this year, the rebuilding of the global network is still extremely fragile. And for long-haul markets the widely differing rates of recovery in different regions make it very challenging to relaunch capacity. In all, airlines still face a confluence of serious challenges. When one considers the hurdles facing passengers, it is remarkable that traffic has rebounded as strongly as it has. It shows the deep desire—and necessity—many people have to fly. But we must be vigilant to guard against factors which could derail the recovery. airlines.iata.org

02/12/2021 16:05

Moved by people qrcargo.com IATA.Nov2021_039.indd 39

24/11/2021 11:08

Helping your customers IATA Travel Pass is not just a standalone app — it’s interoperable.

OK to travel

That means any or all of its functions can be incorporated into an airline’s own travel app. So travelers can get the IATA Travel Pass in their

Registry of health requirements

Registry of testing / vaccination centers

Lab App

IATA Travel Pass App

Find out more:

iata.org/travel-pass

IATA.Nov2021_040.indd 40

24/11/2021 11:11

Airlines 2021-04

Articles inside

A better balance in Brazil

IATA Opinion: Conrad Cliff ord IATA's Deputy Director General

Cargo

Willie Walsh, Director General

More women needed in senior roles

IATA and industry update

Passenger experience