SP's AirBuz February-March 2023

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CONTENTS

SP’s

February-March 2023 | VOLUME 16 | ISSUE 1

AIRLINES / OPERATIONS

P5 | AIR INDIA KICKSTARTS ITS TRANSFORMATION PHASE

The former national carrier has placed bulk orders with aircraft manufacturers Airbus and Boeing for aircraft as well as for engines with Rolls-Royce, GE Aerospace & CFM

REGIONAL CONNECTIVITY SCHEME / OUTLOOK

P9 | BOOST TO REGIONAL CONNECTIVITY

Presenting the Union budget for 2023-24, Union Finance Minister said that fifty additional airports, heliports, water aerodromes and advance landing grounds will be revived for improving regional air connectivity

EXCLUSIVE

INDUSTRY / OEM

P12 | “EMBRAER IS COMMITTED TO DEVELOPING AIRCRAFT THAT DELIVER BEST-IN-CLASS RELIABILITY, PERFORMANCE AND OPERATING COSTS”

In an extensive interview with Jayant Baranwal, Editorin-Chief, SP’s AirBuz, Arjan Meijer, President & CEO of Embraer Commercial Aviation talks about how Embraer has created a niche for itself as an aircraft manufacturer and its plans for the future

ENGINES / ANALYSIS

P17 | TOP ENGINE MANUFACTURERS IN THE WORLD

Aircraft engine is a highly complex machine. Manufacturers of these engines have to ensure that they are able to operate at very high altitudes and at very high speeds in different temperatures.

ENGINES / OEM

P21 | P&W FAMILY OF AERO-ENGINES

With more than 13,000 large commercial engines installed, Pratt & Whitney provides dependable power to hundreds of airlines and operators every day

Cover:

Under the able leadership of Arjan Meijer, President and CEO, Embraer Commercial Aviation is looking to expand and grow rapidly with an increased share in the regional aircraft market and new aircraft launches based on innovation and technology

Cover Design: SP’s Design

Cover Photograph: Embraer

UNMANNED / URBAN MOBILITY

P25 | UNMANNED URBAN AIR MOBILITY

The UUAM operations will require a separate, newly created airspace with a new set of rules and standards. Integrating them with the current ATC system will be very complex and is unlikely.

CARGO / TRENDS

P29 | BOEING AND GMR AERO TECHNIC TO SET UP INDIA’S FIRST BOEING CONVERTED FREIGHTER LINE

“It’s Not Just a Bet on Cargo or on GMR Capability, It’s a Bet on India” —Salil Gupte, President, Boeing India

DEPARTMENTS

P2 | EDITOR’S NOTE

P3 | NEWS BRIEFS

P32 | FINALLY

Awards 2017 SPECIAL CONTRIBUTION TO BUSINESS AVIATION

SP’s

PUBLISHER AND EDITOR-IN-CHIEF

Jayant Baranwal

DEPUTY MANAGING EDITOR

Neetu Dhulia

PRINCIPAL CORRESPONDENT

Ayushee Chaudhary

CONTRIBUTORS

Group Captain Joseph Noronha (Retd)

S.R. Swarup, Vasuki Prasad

Shriniwas Mishra

CHAIRMAN & MANAGING DIRECTOR

Jayant Baranwal

PLANNING & BUSINESS DEVELOPMENT

Executive Vice President: Rohit Goel

GROUP DIRECTOR - SALES & MARKETING

Neetu Dhulia

DEPUTY DIRECTOR – SALES

Rajeev Chugh

MANAGER – HR & ADMIN

Bharti Sharma

DEPUTY MANAGER – CIRCULATION

Rimpy Nischal

GROUP RESEARCH ASSOCIATE

Survi Massey

GRAPHIC DESIGNERS

Sr. Designer: Vimlesh Kumar Yadav, Designer: Sonu S. Bisht

SP’S WEBSITES

Sr Web Developer: Shailendra Prakash Ashish

Web Developer: Ugrashen Vishwakarma

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India’s aviation industry is at an exciting point, advancing to firmly establish itself as the fastest growing aviation market. According to CAPA, Indian airlines are set to put orders for up to 1,700 planes within the next two years. Air India’s recent historic 470-plane purchase order that caught the attention of the nation and the world alike has been a major push in that direction. Air India announced signing letters of intent with Airbus and Boeing, as well as major engine manufacturers. A report on the same by Ayushee Chaudhary highlights the details.

India’s long-term forecasted growth in air traffic, and availability of a large pool of skilled aviation technicians and engineers also position it well to become a key regional player in the commercial aviation sector. Additionally, the Government’s push to expand regional air connectivity through UDAN has proved encouraging. The RCS UDAN scheme has great potential that needs to be smartly harnessed. A report by Sanjay Bhatnagar underlines this regional connectivity boost.

One of India’s leading regional airlines, Star Air is an all-Embraer jet operator, offering daily flights to multiple destinations across the country, most of which are part of the UDAN scheme. In an extensive interview with SP’s AirBuz, Arjan Meijer, President & CEO of Embraer Commercial Aviation touched upon the same and talked about how Embraer has created a niche for itself as an aircraft manufacturer and its plans for the future, including turbo-prop and electric propulsion aircraft.

Additionally, to support India’s ambitions to become a global cargo hub, Boeing recently announced an agreement with GMR Aero Technic to establish a new Boeing Converted Freighter line in Hyderabad. The facility is expected to add to Boeing’s $1 billion supply chain sourcing from India. A report with details from the announcement along with a quick interview with Boeing India President, Salil Gupte is also a part of this edition.

This edition also includes a report by Anil Chopra on Unmanned Urban Air Mobility (UUAM) being the next happening thing in civil aviation. He highlights the various companies that are developing the next generation VTOL vehicles, their types, the major concerns in their implementation and their journey ahead. In another report, he extensively writes about the top engine manufacturers in the world, the top four being GE Aviation, Pratt & Whitney, RollsRoyce, & Safran (CFM International). He details the journeys of manufacturers as well as the landscape of engine manufacturing moving forward and how India can utilise this segment. Another report by Sukhchain Singh further details the Pratt & Whitney engine family, especially for the commercial and regional aircraft. Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines and auxiliary power units.

All this and more in this issue of SP’s Airbuz Welcome aboard and we wish you many happy landings!

Jayant Baranwal

Publisher & Editor-in-Chief

As the commercial aviation industry emerges from COVID-19 there are new challenges and new opportunities. Embraer Commercial is ideally positioned to take advantage of this realignment in the aviation sector as airlines look to reconfigure their fleet and operations.

JAPAN AIRLINES SELECTS 737-8

APPOINTMENTS

NEW APPOINTMENTS AT ATR

Bernard Marquez has been appointed Head of Quality at ATR, effective March 1, 2023. He takes the lead of an integrated and independent Quality function.

Stefano Marazzani has been appointed SVP Customer Support & Services effective from January 16, 2023.

Daniel Cuchet has been appointed SVP Engineering of ATR effective from February 1, 2023. Daniel held the position of Chief Engineer at ATR since 2019.

EMBRAER APPOINTS ANDREZA ALBERTO AS VICE PRESIDENT OF PEOPLE, ESG AND COMMUNICATION

Boeing and Japan Airlines (JAL) have finalised an order for 21 super-efficient 737-8 jets. The versatile 737-8 will position JAL to strengthen its domestic and regional network as passenger traffic continues to return to pre-pandemic levels. JAL intends to begin introducing the airplanes into its fleet from 2026.

The 737 MAX will provide JAL with greater range and fuel efficiency, reducing both fuel use and carbon emissions by 15 per cent compared to the airplanes the airline is replacing. In addition, the 737 MAX is a quieter airplane, creating a significantly smaller noise footprint than the airplanes it replaces. The 737 MAX family has the latest CFM International LEAP-1B engines, advanced technology winglets and other aerodynamic enhancements to improve performance. More than 50 airlines globally are operating over 900 737 MAX airplanes.

SAUDIA TO GROW LONG-HAUL FLEET

Embraer announced that Andreza de Souza Alberto will be the new Vice President of People, ESG and Corporate Communications. The change becomes effective on February 1, 2023.

FLORENCE MINISCLOU APPOINTED NEW CFM EXECUTIVE VICE PRESIDENT

As part of the CFM Executive Team, Florence Minisclou  is responsible for overseeing the CFM56 and LEAP programmes to monitor engineering, development, production, and services activities for these programmes. Minisclou also serves as Vice President of CFM programmes for Safran Aircraft Engines.

NEW ENGINEERING LEADER AT BOEING

Howard McKenzie, the top engineer at Boeing’s commercial airplanes unit, is the new Chief Engineer and Executive Vice President, Engineering, Test & Technology. Effective March 1, 2023, McKenzie takes over leadership of the company’s 57,000 engineers worldwide, overseeing all aspects of safety and technical integrity of Boeing products and services.

will support the country’s goal of serving 330 million passengers and attracting 100 million visitors annually by 2030.

SAUDIA currently operates more than 50 Boeing airplanes on its long-haul network, including the 777-300ER (Extended Range) and 787-9 and 787-10 Dreamliner. The additional 787s complement SAUDIA’s existing fleet, enabling it to effectively harness the value of the 777 and 787 families.

RIYADH AIR TO LAUNCH WITH ALL-BOEING FLEET

options for an additional 33 787-9s. Based in the capital city, Riyadh Air will play a key role in growing Saudi Arabia’s air transport network.

“The new airline reflects the ambitious vision of Saudi Arabia to be at the core of shaping the future of global air travel and be a true disrupter in terms of customer experience,” said Tony Douglas, CEO of Riyadh Air.

LUFTHANSA ORDERS AIRBUS A350

Boeing and Saudi Arabian Airlines (SAUDIA) announced the national flagcarrier will grow its long-haul fleet with the selection of up to 49 787 Dreamliners. SAUDIA is set to purchase 39 787s, with a further 10 options, utilising the outstanding efficiency, range and flexibility of the Dreamliner to sustainably grow its global operation. The agreement will include both 787-9 and 787-10 models.

This agreement is part of Saudi Arabia’s wider strategic plan to transform the country into a global aviation hub. In total, Saudi Arabian carriers announced today their intent to purchase up to 121 787 Dreamliners in what will be the fifth largest commercial order by value in Boeing’s history. This

Boeing and Riyadh Air announced that the new Saudi Arabian carrier has chosen the 787 Dreamliner to power its global launch and support its goal of operating one of the most efficient and sustainable fleets in the world.

Owned by Saudi Arabia’s Public Investment Fund (PIF), Riyadh Air said it will purchase 39 highly efficient 787-9s, with

Lufthansa Group has signed an agreement with Airbus to expand its fleet by 10 Airbus A350-1000s and five Airbus A350-900s. With this firm order for the latest generation widebody aircraft, the airline will continue its decarbonisation trajectory. Compared to the previous generation of aircraft, the A350 consumes significantly less fuel, with a corresponding reduction in emissions.

In addition to the agreement on the purchase of the new aircraft, Airbus and Lufthansa have also signed a Memorandum of Understanding (MoU) to further strengthen their cooperation in the field of sustainability and future technologies. This includes the intensified use of sustainable aviation fuels, the further optimisation of operations through a more efficient flight management and exploration into the use of hydrogen.

The A350 is the world’s most modern and efficient widebody aircraft and the long range leader in the 300-410 seater category. The A350’s clean sheet design includes state-of-the-art technologies and aerodynamics delivering unmatched standards of efficiency and comfort. Its new generation engines and use of lightweight materials make it the most fuel efficient large widebody aircraft. The A350’s Airspace cabin is the quietest of any twin-aisle and offers passengers and crews the most modern in-flight products for the most comfortable flying experience. At the end of January 2023, the A350 Family had won 925 firm orders from 54 customers worldwide, making it one of the most successful wide-body aircraft.

EVA AIR BOOSTS SUSTAINABLE FLEET

senger and freighter models, with one 777 Freighter on order.

AIR NEW ZEALAND AND EMBRAER TO COLLABORATE

CBSA license holders are provided the highest level of CFM support and training, as well as expanded access to proprietary overhaul and repair technology as they work with CFM customers globally to provide comprehensive maintenance solutions. Given the commercial success of the LEAP engine family that entered into commercial service in 2016, demand for LEAP MRO services will grow rapidly in the coming years.  More than 5,000 LEAP engines have been delivered to customers worldwide, with more than 10,000 engines still in the backlog.

P&W ANNOUNCES GTF MRO FACILITY IN JAPAN

Boeing and EVA Air finalised an order for five additional 787-9 Dreamliners, a repeat order for Boeing’s super-efficient widebody jet. EVA Air’s follow-on investment in the 787 will enable the airline to further reduce carbon emissions and sustainably grow its fleet. Built with lightweight composite materials and powered by advanced GEnx engines, the 787-9 will provide the five-star airline with increased capacity, greater range and 25 per cent better fuel efficiency compared to earlier-generation jets. EVA Air’s 787 fleet has provided the airline with added flexibility on long-haul routes to North America, Europe and Asia. The Taipei-based airline currently operates a fleet of 10 787s, including four 787-9s and six 787-10s. With this new order, EVA Air has unfilled orders for seven 787-10s and nine 787-9s. EVA Air also operates one of the world’s largest 777 fleets with more than 40 airplanes, including pas-

Air New Zealand has signed an agreement with Embraer to join its Energia Advisory Group – a group of airlines, lessors, manufacturers and other aviation experts advising Embraer’s Energia project developing sustainable aircraft for the future.

Embraer also becomes a long term partner in Air New Zealand’s Mission Next Gen Aircraft initiative, working alongside Air New Zealand to accelerate the development and introduction of zero emissions aircraft technology for regional fleet in New Zealand. The companies will work together on the design requirements for next-generation sustainable aircraft. Air New Zealand is a unique airline with complex mission and fleet requirements with significant domestic business, connecting customers and cargo to 20 different regions around New Zealand.

MAINTENANCE, REPAIR AND OVERHAUL (MRO)

CFM AND ST ENGINEERING SIGN SERVICE AGREEMENT

CFM International and ST Engineering’s Commercial Aerospace business have signed a CFM Branded Service Agreement (CBSA) for LEAP-1A and LEAP-1B engines. Under the terms of the CBSA, ST Engineering will provide the full scope of LEAP Maintenance, Repair & Overhaul (MRO) services for operators worldwide.

ST Engineering is the first provider in Asia to join the LEAP MRO network under a CBSA agreement. Comprehensive MRO services will be provided at their facility in Singapore.

ST Engineering has been a LEAP MRO network provider since 2020, providing quick turns for the LEAP-1A and LEAP-1B engines. The company will also add this year test cell capabilities for LEAP-1B engines. This CBSA agreement further expands their scope to provide a full range of maintenance solutions for LEAP engines to the highest standards.

The Pratt & Whitney GTF MRO network welcomed its second operational facility in Japan, and 11th worldwide, with the addition of Mitsubishi Heavy Industries Aero Engines Ltd (MHIAEL), part of Japanese Aero Engine Corporation. MHIAEL, a Pratt & Whitney maintenance partner since the Wasp engine and most recently the PW4000 and V2500 engines, have inducted their first PW1100G-JM engine at their facility in Komaki, Japan. This is part of the overall expansion of their facility, adding the latest technologies to increase efficiency. Having completed the industrialisation process, secured the required certifications, and finished the necessary training, the shop is ready to provide full disassembly, assembly and test capability for the A320neo family, bringing more immediate support for customers in the Asia-Pacific region.

INDUSTRY NEWS

BOEING DOUBLES SAF PURCHASE FOR COMMERCIAL OPERATIONS

Boeing has agreements to purchase 5.6 million gallons (21.2 million litres) of blended sustainable aviation fuel (SAF) to support its US commercial operations through 2023. These agreements more than double the company’s SAF procurement from last year. In 2021, Boeing committed to deliver its commercial airplanes capable and certified to fly on 100 per cent SAF by 2030.•

AIR INDIA KICKSTARTS ITS TRANSFORMATION PHASE

BY AYUSHEE CHAUDHARY

AIR INDIA, INDIA’S FORMER national carrier, has been on fire lately, going out and about its transformation phase. On February 14, 2023, Air India announced signing letters of intent with two of the largest global aircraft manufacturers, Airbus and Boeing, to acquire both widebody and single-aisle aircraft.

The former national carrier has placed bulk orders with aircraft manufacturers Airbus and Boeing for aircraft as well as for engines with Rolls-Royce, GE Aerospace & CFM

On January 27, Air India completed one year under the Tata Group. In a government-led strategic divestment programme, the Tatas purchased a 100 per cent stake in Air India and Air India Express.

The joint order from Boeing and Airbus is the largest ever placed by any airline, as Air India prepares to relaunch under

Air India plans to add more than 90 planes to its fleet by 2025

OPERATIONS AIRLINES

the Tata group with a more fuel-efficient fleet. Air India’s historic 470-plane purchase will benefit not only original equipment manufacturers like Airbus and Boeing, but will also open doors for equipment and technology providers like Thales, which supplies avionics services to Air India. Air India’s acquisition of 470 wide-body and narrow-body aircraft is valued at $70 billion, and the airline has invested between $400 million and $600 million on technology, platforms, and aircraft interior refurbishing.

THE FLEET. Air India is trying to extend its future fleet and advance its fleet strategy in the hope to service South Asia’s fast developing domestic and international air transport industry in a sustainable manner.

Air India plans to add more than 90 planes to its fleet by 2025, including 56 planes from mega-orders inked with Airbus and Boeing. They will be in addition to the airline’s previously planned leases of 36 planes in 2022.

Tata Sons and Air India Chairman, N. Chandrasekaran, said, “Air India is on a large transformation journey across safety, customer service, technology, engineering, network and human resources. Modern, efficient fleet is a fundamental component of this transformation. This order is an important step in realising Air India’s ambition, articulated in its Vihaan.AI transformation programme, to offer a world class proposition serving global travellers with an Indian heart.”

Vihaan.AI is Air India’s transformational roadmap over five years with clear milestones. It will be focussing on dramatically growing both its network and fleet, developing a completely revamped customer proposition, improving reliability and ontime performance. The airline will also be taking a leadership position in technology, sustainability, and innovation, while aggressively investing in the best industry talent. Vihaan.AI is aimed at putting Air India on a path to sustained growth, profitability and market leadership.

“These new aircraft will modernise the Airline’s fleet and onboard product, and dramatically expand its global network. The growth enabled by this order will also provide unparalleled career opportunities for Indian aviation professionals and catalyse accelerated development of the Indian aviation ecosystem,” added Chandrasekaran.

The first new aircraft will enter service in late-2023, with the majority arriving by mid-2025. In the meantime, Air India has begun taking possession of 11 leased B777 and 25 A320 aircraft in order to speed fleet and network expansion. The airline emphasised that the new aircraft, which would have a totally new cabin interior, will complement Air India’s previously announced intention to retrofit its existing widebody B787 and B777 aircraft with new seats and in-flight entertainment systems. The first of these refurbished planes will go into service in mid-2024.

Air India ordered 250 Airbus aircraft that includes 140 A320neo and 70 A321neo singleaisle aircraft as well as 34 A3501000 and six A350-900 widebody jets

Under the ownership of the government, Air India had not purchased a single aircraft since 2005 and the last order was for 111 aircraft -- 68 with Boeing Co and remaining 43 with Airbus -- and that deal was worth $10.8 billion.

The Air India group currently consists of full-service Air India and two low-cost subsidiaries, Air India Express and AirAsia India, which are merging. Tata Sons also recently announced the merger of Vistara, a 51:49 joint venture between Tata Sons and Singapore Airlines, with Air India, with Singapore Airlines holding a 25.1 per cent share in the merged firm.

Vistara and Air India, both owned by Tata Sons, have begun their integration process in order to finalise the merger as soon as possible. A team of senior executives from Air India and Vistara, along with consultancy firm Deloitte, have reportedly begun the process of human resource integration, while law firm AZB Partners is working on legal and regulatory compliance.

AIRBUS. Air India ordered 250 Airbus aircraft that includes 140 A320neo and 70 A321neo single-aisle aircraft as well as 34 A350-1000 and six A350-900 wide-body jets that envisions to mark a new era for the country as the all-new, long-range aircraft celebrates its debut in the Indian market. Deliveries are set to commence with the first A350-900 arriving by late-2023.

“This is a historic moment for Airbus and for Air India. India is on the verge of an international air travel revolution and we are honoured that our partnership with the Tatas and our aircraft solutions will write that new chapter for the country’s airconnectivity,” says Christian Scherer, Airbus Chief Commercial Officer and Head of International. “The A350’s unique capability will unlock the pent-up potential of India’s long-haul market, its technology, long reach and second to none comfort will enable new routes and passenger experience with better economics and enhanced sustainability. Alongside the A350s, the A320 Family fleets will be the efficient, versatile asset to continue democratising and decarbonising air travel in the country – from domestic, regional, up to international levels. We salute Air India for its visionary strategy, picking the two reference aircraft types in each of their categories. We are thrilled and humbled to see these aircraft become the cornerstones of Air India’s renaissance. This fleet will propel the airline globally where it deserves to be - with the best,” he added.

The A350 is among the world’s most modern and efficient wide-body aircraft in the 300-410 seater category. The A350’s clean sheet design includes state-of-the-art technologies and aerodynamics delivering unmatched standards of efficiency and comfort. Its new generation engines and use of lightweight materials bring a 25 per cent advantage in fuel burn, operating costs and carbon dioxide (CO2) emissions, compared to previous generation competitor aircraft.

The aircraft offers a 3-class configuration cabin that holds the promise of being the quietest of any twin-aisle and offers passengers and crew the most modern in-flight products for the most comfortable long-range flying experience.

The A321neo is the longest-fuselage member of Airbus’ bestselling, single-aisle A320 Family, comfortably seating 180 to 220 passengers in a typical two-class layout, and as many as 244 in a higher-density arrangement. The A320neo has already set the standards as the world’s most comfortable short-to-medium-haul aircraft that typically accommodates from 140 to 170 passengers, with a maximum capacity of up to 180 travellers. Its environmental performance allows for at least 20 per cent less fuel burn and

CO2 emissions as well as 50 per cent noise reduction, compared to previous generation aircraft.

BOEING. Apart from Airbus, Air India also announced the selection of up to 290 Boeing jets to expand its future fleet with plans to invest in 190 737 MAX, 20 787 Dreamliner and 10 777X airplanes.

“This acquisition of nearly 300, highly advanced Boeing jets is a core element of Vihaan.AI, the comprehensive transformation and growth strategy we are pursuing at Air India. These new airplanes will enable us to dramatically expand our network, both domestically and internationally, and will come with a completely new, world-class onboard product enabling passengers to travel in the highest levels of comfort and safety. With this order, we are delighted to take our long relationship with Boeing to a new level,” said Campbell Wilson, CEO and MD, Air India.

The agreement between Boeing and Air India includes options for 50 additional 737 MAXs and 20 787-9s. This will be the largest Boeing order in South Asia and a historic milestone in the aerospace company’s nearly 90-year partnership with the carrier. The 737 MAX is likely to make way for flexibility across Air India’s domestic and international network while reducing fuel use and emissions by 20 per cent compared to the airplanes it replaces.

“Air India’s selection of Boeing’s family of passenger jets shows their confidence in our products and services in the world’s fastest growing aviation market, and their decision will support engineering and manufacturing jobs at Boeing factories in Washington state, South Carolina and across our supply base,” said Stan Deal, President and CEO of Boeing Commercial Airplanes. “With the industry-leading fuel efficiency of the 737 MAX, 787 Dreamliner and 777X, Air India is well positioned to achieve its expansion plans and become a world-class global airline with an Indian heart.”

The White House, in a separate release, also confirmed the signing of the Air India-Boeing pact. “This announcement reflects the strength of the US-India economic partnership,” it quoted US President Joe Biden as saying.

Air India has also contracted with Boeing Global Services for lifecycle support services, including digital solutions, spare parts and landing gear exchange programs, pilot and maintenance technician training, aircraft modifications and other services.

With a fleet of 27 787-8s, Air India has profited from the efficiency and flexibility of the 787 Dreamliner series. The larger 787-9 will have more capacity, a longer range, and 25 per cent higher fuel efficiency than previous generations of planes. The 737-8, which can seat 162 to 210 passengers depending on configuration and has a range of 3,500 nautical miles, is the most adaptable single-aisle airliner, capable of operating successfully on short- and medium-haul routes. The flagship 777-9 will be Air India’s largest plane, allowing it to fly passengers nonstop and in greater comfort to practically any long-haul destination. The 777X has a roomy cabin, unique bespoke architecture, and 787 improvements. With revolutionary aerodynamic and engine

Under the ownership of the government, Air India had not purchased a single aircraft since 2005

Air India also announced the selection of up to 290 Boeing jets to expand its future fleet with plans to invest in 190 737 MAX, 20 787 Dreamliner and 10 777X airplanes

advancements, the 777-9 promises to use 10 per cent less fuel, emit 10 per cent less pollution, and have 10 per cent lower operating expenses than the competition.

ENGINES — CFM. Air India signed the agreement for the largest ever CFM LEAP engine order, placing a record order of more than 800 CFM LEAP engines. CFM will exclusively power all single-aisle aircraft i.e. the airline’s newly announced fleet of 210 Airbus A320/A321neo and 190 Boeing 737 MAX family aircraft. Air India’s firm order includes 420 LEAP-1A, 380 LEAP1B, plus spares. Air India also signed a multi-year CFM services contract.

GE Aerospace. Air India also signed a firm order with GE Aerospace for 40 GEnx-1B and 20 GE9X engines, plus a multi-year TrueChoice engine services agreement. The deal was signed in coordination with the airline’s firm order for 20 Boeing 787 and 10 Boeing 777X aircraft. The latest announcement includes GE and CFM’s most technically advanced commercial engines. The GE9X engine offers the lowest NOx emissions in its class, 55 per cent below current regulatory requirements. It also boasts to be the quietest GE engine ever produced on a pounds of thrust per decibel basis. The GEnx, has an innovative lean burning twin-annular pre-swirl (TAPS) combustor that dramatically reduces NOx and other regulated gases below today’s regulatory limits, offering 15 per cent better fuel burn than the CF6 engine. Like all GE and CFM engines, the GEnx, GE9X and LEAP are compatible with all approved Sustainable Aviation Fuel (SAF) blends.

GE Aerospace also provides multiple systems for the Boeing 777X. This includes the Enhanced Airborne Flight Recorder (EAFR), the Electrical Load Management System (ELMS) and the Backup Generator, Backup Converter (BUG/BUC) and the Common Core System (CCS). The CCS is often referred to as the “central nervous system and brain” of the airplane and hosts the aircraft’s avionics and utilities functions, eliminating several boxes and reducing hundreds of pounds of wire. GE Aerospace also supplies the CCS and EAFR for the Boeing 787. Engineers at the John F. Welch Technology Centre (JFWTC) in Bengaluru, India, GE’s research and development center, have played a key role in the technology development of the GE9X, GEnx, and CFM LEAP engines by providing analysis and test validation support. The center has close to 1,000 engineers working to support nextgen technologies to reduce CO2 emissions.

GE Aerospace has powered Air India since 1982, when the airline took delivery of its first CF6-powered Airbus A300. The airline currently operates a fleet of more than 150 aircraft, including GE90-powered Boeing 777s and GEnx-powered Boeing 787s.

Rolls-Royce. Rolls-Royce announced it has received an order from Air India for 68 Trent XWB-97 engines, plus options for 20 more. This is the biggest ever order for the Trent XWB-97, which exclusively powers the Airbus A350-1000. Air India has also ordered 12 Trent XWB-84 engines, the sole engine option for the Airbus A350-900.

This is the first time that an Indian airline has ordered the Trent XWB and the deal will make Air India the largest operator of the Trent XWB-97 in the world, Rolls-Royce stated.

The Trent XWB aims to support Tata Group and Air India’s ambitious growth plans for the airline, providing reliability, flexibility and efficiency to its fleet as well as the vision to become the world’s most technologically advanced airline. With a 15 per cent fuel consump-

tion advantage over the first generation of Trent engine, the Trent XWB goes further on less fuel, and offers leading performance and noise levels. It is also ready to operate on a 50 per cent SAF blend.

CABIN CREW. Air India also recently announced plans to hire over 4,200 cabin crew trainees and 900 pilots in 2023. The cabin crew, who will be recruited from around the country, will undergo a 15-week programme imparting safety and service skills. The training programme will include extensive classroom and in-flight training at the airline’s training facility in Mumbai as well as familiarisation flights. Notably, between May 2022-February 2023, Air India has hired over 1,900 cabin crew. Over 1,100 cabin crew have been trained in the last seven months (between July’22- January’23), and in the past three months, approximately 500 cabin crew have been released for flying by the airline.

Commenting on the hiring plans, Sandeep Verma, HeadInflight Services said, “With a sizeable aircraft order, more flights on international and domestic networks, and re-alignment of domestic routes with AIX connect, cabin crew will play a decisive role in shaping the present and future of the Air India group. Addition of fresh talent will also accelerate the pace of cultural transformation at Air India, which is an integral part of our Vihaan.AI transformation programme. We are also looking to step up hiring of more pilots and maintenance engineers.”

INDIAN AIRLINES. According to CAPA, Indian airlines are set to put orders for up to 1,700 planes within the next two years. Apart from Air India’s large order, IndiGo is said to have ordered roughly 500 jets for its development strategy, while Vistara would receive 17 more Boeing planes. In the 2022 December quarter, IndiGo added 22 passenger aircraft (net of deliveries) to reach the 300 aircraft mark. Akasa Air, which launched services in August last year, has placed an order for 72 Boeing 737 Max planes. Air India, IndiGo, Akasa Air, Go First, and Vistara have together placed orders for at least 1,115 planes. Prime Minister Narendra Modi had also said the country’s growing aviation sector would need over 2,000 aircraft in the next 15 years. Presently, the country has roughly 700 commercial aircraft, the vast majority of which are narrow-body or single-aisle planes. In India, approximately 470 Airbus jets and approximately 159 Boeing planes are in commercial service.

India is one of the world’s fastest expanding aviation markets, and Boeing forecasted that the country will require roughly 2,210 new planes over the next two decades, with annual domestic air traffic growth of nearly seven per cent until 2041. According to CAPA’s report, the overall commercial Indian fleet of roughly 700 aircraft is smaller than some of the world’s largest individual airlines, and given the vast potential, it stands to reason that more aircraft are needed. SP

Vihaan.AI is Air India’s transformational roadmap over five years with clear milestones that will be focussing on dramatically growing both its network and fleet

BOOST TO REGIONAL CONNECTIVITY

BY SANJAY BHATNAGAR

THE GOVERNMENT’S PUSH TO expand regional air connectivity seems to be bringing in encouraging results. Domestic air travel data indicates that on March 1, 2023 a total of 4,32,453 passengers travelled over 3,033 domestic flights, this is 8.5 per cent higher than the pre-Covid average of daily 3,98,579 passengers. Similar trend has been evident for the past four months. Indian aviation sector is at a cusp of unprecedented growth. This can also be gauged by the fact that during the month of January 2023, all Indian operational airports (taken together) handled 2,25,520 aircraft movements, carried 30.52 million passengers and 237.76 thousand tonnes of freight, all this is more than 40 per cent higher than same period last year.

Presenting the Union budget for 2023-24, Union Finance Minister said that fifty additional airports, heliports, water aerodromes and advance landing grounds will be revived for improving regional air connectivity

The Regional Connectivity Scheme (RCS) UDAN (Ude Desh ka Aam Nagrik) was launched on October 21, 2016 by the Ministry of Civil Aviation (MoCA). In this regard continuous efforts of the Government have paid rich dividends. Media reports indicates that by February 2, 2023, more than 1,13,00,000 passengers have availed of this scheme over 2,16,000 UDAN flights.

RCS UDAN aims to enhance regional air connectivity from unserved and underserved airports in the country to make air travel affordable to the masses, essentially focusing on connectivity between the Tier-2 and Tier-3 cities of the country. Participating airlines based on their assessment of demand on particular routes, submit their bids under RCS UDAN. It is a market driven scheme, where bidding rounds are conducted from time to time

Prime Minister Modi at the inauguration of the Shivamogga Airport, in Karnataka on February 27, 2023

for covering more destinations and routes. The scheme has a validity of ten years by then the Government plans to operationalise 1,000 UDAN routes and prior to that it plans to develop 100 airports by 2024. By first week of February 2023, a total of seven bidding rounds have taken place and 467 UDAN routes covering 73 airports have been operationalised across the country. These also include nine heliports and two water aerodromes.

Considering the performance of Indian Civil Aviation sector since 2014, despite the setback during the COVID-19 pandemic, the government has continued to repose faith in the potential of RCS UDAN scheme. This is very much evident from continued budgetary support by the government over the past few years.

For FY 2023-24, the MoCA has been allocated a total of ` 3,113.36 crore including ` 3,026.70 crore for revenue and ` 86.66 crore for capital expenditure. Of this, ` 1,244.07 crore has been earmarked for the RCS UDAN for revival of 25 airports,

operationalisation of 100 RCS routes and VGF for north east connectivity.

The government’s plan caters for Viability Gap Funding (VGF) requirements of the scheme through a levy on certain domestic flights. The airlines are being provided VGF under the scheme to keep the fares affordable and accessible for the common people. This way, funds generated from the sector themselves stimulate the growth and finance development of the sector. Continued VGF support is demonstration of the government’s commitment to PM’s vision of ‘Ude Desh ka Aam Nagrik’. In last two year itself (FY 2021 and 2022), the government has reimbursed `104.19 crore to the Airport Authority of India (AAI) under the VGF.

The focus of the Government on airport infrastructure development is worth appreciating. The Government has realised the importance of developing various domestic airports to new standards from operational viewpoint as well as to meet the aspirations of travelers. Improvement in airport infrastructure has the potential to bring in major transformation in Indian civil aviation sector. It is also likely to boost tourism and other related industries. International Civil Aviation Organization (ICAO) study shows that the air connectivity would have economic multipliers of 3.1 and employment multiplier of 6.1 times.

With an aim to upgrade infrastructure at airports to enhance their capacity to accept more traffic efficiently, the AAI has so far leased eight airports, viz Delhi, Mumbai, Ahmedabad, Guwahati, Jaipur, Lucknow, Mangalore and Thiruvananthapuram through Public Private Partnership (PPP) for operation, management and development on long term lease basis.

Delhi and Mumbai were leased on Revenue Share Model basis, wherein the private player operate, manage and develop the air-

RCS UDAN aims to enhance regional air connectivity from unserved and underserved airports in the country to make air travel affordable to the masses, essentially focusing on connectivity between the Tier-2 and Tier-3 cities

Prime Minister Modi inaugurates Arunachal Pradesh’s first greenfield airport, Donyi Polo Airport, in Itanagar on November 19, 2022

ports for a period of 30 years, further extendable by another 30 years. So far, AAI has received annual fees of more than `30,000 crore as revenue share from the private partners of these two airports.

The other six airports have been leased on Per Passenger Fee (PPF) basis for a period of 50 years. So far, AAI has received more than `710 crore as PPF.

The latest Budget 2023 provides further impetus to modernisation of airports. MoCA has identified another 25 airports for development by private players. This time based on the suggestion of the National Monetisation Plan (NMP) under the Gati Shakti Scheme, the MoCA plans to club bidding of smaller airports with each of the bigger airports and leasing them out as a package. For example, the Varanasi Airport could be clubbed with Kushinagar Airport, similarly, other such combinations are being worked out. The clubbing methodology is expected to attract more private players for the bidding process and also ensure commensurate development of non-profitable airports along with the profitable airports and the bidding will be based on earlier PPF model.

RCS UDAN is a flagship scheme of MoCA. Since its launch, it has significantly increased the regional air connectivity in the country. The scheme has benefitted a diverse set of stakeholders. Passengers have got the benefits of air connectivity and unserved regions have received the direct and indirect benefits of air connectivity for their economic development. At this juncture it is felt that despite various initiatives and concessions being offered by the government, the scheme is yet to realise its full potential. Though 467 routes have been cleared, their utilisation is not really efficient and some may be operating limited number of daily/weekly flights.

There is no doubt that new growth areas in aviation will come from regional spaces and ensuring lastmile connectivity is a key

focal area. In this regard the role of state Governments can play a vital role in catalysing the regional air connectivity. The routes are being rationalised and opened based on a joint requirement project being worked out with respective state governments. The success of business model of RCS UDAN depends largely on traffic demand generated by economic activities in the area around as well as tourism opportunities. Its success is largely hinged on cooperation among various stakeholders including MoCA, AAI, state governments, local bodies and airline operators. For example last mile link road connectivity to the airport terminals or civil enclaves once provided by State Governments would substantially enhance the regional connectivity.

The Government is sanguine of the fact that RCS UDAN scheme can stimulate growth of regional air connectivity leading to enhanced rate of economic progress in various regions of the country. Success of RCS UDAN is crucial for India’s economic growth, especially when it is aspiring to achieve $5 trillion GDP in near term. Ideas are as good as its implementation. It is a market driven scheme, tourism industry offers phenomenal opportunities for more employment and faster economic growth. Hence it is incumbent upon the Government to make the routes far more lucrative and sustainable in the long run for the airline operators. There is a need to closely coordinate between MoCA and Ministry of Tourism and Culture. In matters of tourist destinations and cultural or religious sites, the State Governments are one of the most vital stake holders, they need to be closely involved.

The RCS UDAN scheme has great potential that needs to be smartly harnessed. In this regard it is important at this juncture to carefully assess the progress of the scheme and undertake a calibrated fine tuning, if required. SP

Minister of Civil Aviation Jyotiraditya Scindia inaugurates daily flight between Bhubaneswar and Rourkela

Arjan Meijer, President & CEO of Embraer Commercial Aviation

In an extensive interview with Jayant Baranwal, Editor-in-Chief, SP’s AirBuz, Arjan Meijer, President & CEO of Embraer Commercial Aviation talks about how Embraer has created a niche for itself as an aircraft manufacturer and its plans for the future

Jayant Baranwal (Baranwal): Can you take us through the journey of Embraer Commercial since its inception and its evolution?

Arjan Meijer (Meijer): Embraer is the market leader in commercial jets up to 150 seats, and it is also a significant player in Executive Aviation, Defence & Security, and Agricultural Aviation. Founded in 1969, Embraer’s first aircraft was the Bandeirante, a turboprop plane designed for both civilian and military purposes, with the capacity to transport between 15 and 21 passengers. From the APAC perspective, the first Bandeirante, and by extension Embraer’s first aircraft in the region arrived in 1978 and was operated by an Australian airline.

Looking from a commercial aviation perspective, following the Bandeirante, the ERJ family of jets entered into service in 1997 and was crucial in developing regional connectivity especially in North America and other parts of the world, including Europe and South America.

The first generation E-Jets programme was launched in 1999 and amplified our global operator footprint. Leveraging on the experience of the first-generation E-Jets through its 20 million hours of service accrued by 2013, Embraer launched the next generation E-Jet E2 family. The first E2 family member, the E190-E2, entered into revenue service in 2018. The E2 family is the quietest and most fuel-efficient single aisle aircraft. [I elaborate further on our global footprint in next question.]

Baranwal: How do you perceive the expansion and evolution of Embraer Commercial?

Meijer: In the last two decades, Embraer has designed, manufactured, certified, and entered into service, 21 different aircraft

platforms – a track record of innovation that is unmatched and testament to Embraer’s engineering excellence and commitment to developing aircraft that deliver best-in-class reliability, performance and operating costs. We work hand in hand with our customer support team to provide our customers the very best service and support.

Both the first generation E-Jets and the next generation E2 families have collectively enjoyed global success in the fleets of 150 airlines and leasing companies across more than 50 countries since the first aircraft entered revenue service in 2004. The 1,700th production aircraft was delivered at the end of September 2022.

As of the third quarter of 2022, the total number of E-Jet orders was in excess of 1,900 from more than 100 customers. The E-Jets’ enduring versatility is validated by the 80 airlines currently operating the type, including low-cost, regional, and mainline carriers, and its presence on every continent. Operators include all the main airlines in the United States, KLM, Lufthansa, Air France, British Airways, Japan Airlines and many more; additionally, the type commands an 80 per cent share of the US regional market with over 600 E-Jets in service.

Focusing on India, Star Air, an all-Embraer jet operator, offers daily flights to multiple destinations across the country, most of which are part of the UDAN scheme. The airline currently operates a fleet of five ERJ145s and has recently committed to take two Embraer E175s to add greater flexibility and efficiency to their network.

With a flying time of up to six hours, the E-Jets E2 family of aircraft is designed for domestic and regional operations and is ideally suited to open and develop new routes. The E2’s combination of optimised capacity and low seat and trip costs makes it a compelling platform to connect metro to non-metro and non-metro to non-metro cities in India, which will be the primary drivers of growth over the coming years.

Baranwal: Which markets, in which regions, have been the most instrumental and have been contributing most towards the Business objectives of Embraer Commercial?

Meijer: The E-Jets have played an important role in growing regional connectivity especially in the United States and Europe. That said, the E-Jets family has a global footprint that spans all regions in the world. We see Asia Pacific as a key market and, of the forecasted requirement for 10,950 aircraft in the sub-150 seat

“EMBRAER IS COMMITTED TO DEVELOPING AIRCRAFT THAT DELIVER BEST-IN-CLASS RELIABILITY, PERFORMANCE AND OPERATING COSTS”

“Our market studies and discussions with airlines shows strong demand exists globally for an advanced, next generation, turboprop aircraft”

segment over the next 20 years, close to 26 per cent of the global demand will come from this region.

Our recent activities this past month across Asia Pacific reflects the importance we place on the region. The E195-E2 painted in the eye-catching TechLion livery was in China, Japan, Vietnam and India as part of a series of demonstrations to both current airline customers as well as prospects. The E195-E2 was also on display at Wings India in 2020 and 2022.

Additionally, the E190-E2 was granted its type certification by the Civil Aviation Administration of China. This is great news for Embraer and our prospective customers in China and it paves the way for significant E190-E2 business opportunities there.

Baranwal: What do you think are the key pillars in the growth of Embraer Commercial?

Meijer: The key relevance of our aircraft, especially the E-Jets family, are their ability to build operational flexibility, match capacity with demand, add frequencies, and enhance connectivity, all the while delivering best in class fuel efficiency resulting in the lowest emissions and operating costs. These attributes specifically benefit those airlines and countries seeking sustainable air connectivity growth and commensurate economic contribution. This is even more important in a post-pandemic world.

Baranwal: We would like to know the key features of your Regional Jets’ family in terms of:

a. Their costs’ advantage to the airline/operators;

b. Their comfort experience for the passengers;

c. Their operation costs versus the competitions;

d. Their advantages versus the larger airliners;

e. Their role towards the sustainable future.

Meijer: The E-Jets are essential in enabling airlines to quickly adapt their networks to shifting market demand and to launch new destinations without the pressure of filling a 180-seater aircraft.

Efficiency is key for the E-Jets. Our latest E-Jets E2 family offer 25 per cent lower cost per trip than a large new generation narrow-body while maintaining similar cost per seat which means that airlines may operate with a lower cost base, mitigate economic risks and improve competitiveness. This is a significant advantage in an industry known for its thin margins and volatility.

For passengers, the E-Jets are globally acclaimed for offering segment-leading passenger comfort, made possible by its two-bytwo seating configuration with no middle seat thus ensuring all passengers have access to either the window or the aisle.

On the topic of sustainability, Embraer is committed to developing products, solutions, and technologies to contribute to the aviation industry’s goal of achieving net zero emissions by 2050. Embraer aims to be carbon neutral by 2040 and achieve carbon neutral growth from 2022. It plans to implement 25 per cent sustainable aviation fuel (SAF) use in its operations by 2040 and 100 per cent renewable energy sources by 2030.

Notably, the E-Jets E2 family already contributes to lower levels of carbon emissions when compared to large narrow-bodies and can reduce carbon emissions by up to 50 per cent when compared to prior generation narrow-body types such as the B737-800 or A320ceo. The E195-E2 had its maiden test flight utilising 100 per cent SAF in June, 2022. The aircraft is already certified to use 50 per cent SAF and Embraer is on its way to certify the usage of 100 per cent SAF for commercial flights, which is key part of our strategy to further reduce emissions levels in the following years.

Baranwal: Has COVID-19 played any role in enabling certain lessons and certain betterments in your aircraft?

Meijer: The unpredictability of travel demand during the pandemic has cast a spotlight on the versatility of small narrow-body types such as the E-Jets as these aircraft allowed airlines to maintain, or strategically grow, their networks while keeping a close eye on operating costs and cash flow.

As of the third quarter of 2022, the total number of Embraer’s E-Jet orders was in excess of 1,900 from more than 100 customers

Small narrow-body aircraft provide airlines the flexibility to deploy capacity on strategically important routes where demand is thin. If or when the situation changes, the airline can then further scale up capacity by increasing flight frequency or by switching to a larger aircraft type in its fleet. A multi-fleet strategy, covering a diverse range of seat segments, provides the flexibility to adjust capacity to match fluctuations in market demand.

Even if the reduced demand is temporary and not structural, the airline industry is intrinsically cyclical and its volatility poses a risk; thus, flexibility is key to riding the ups and downs of business cycles.

Even before Covid, our flight data research revealed that 50 per cent of domestic flights in India departed with only 90 to 150 passengers onboard; yet the aircraft most prevalent in India have an average of 180 seats meaning these larger aircraft are routinely operating with many unoccupied seats. This continual imbalance between demand and capacity costs airlines money by eroding yields and, ultimately, profits.

The E195-E2, the largest member of our E2 family with a capacity up to 146 seats, offers a cost per seat that is comparable to the A320 or B737. This unique combination of compelling economics and optimised capacity means the E195-E2 is an ideal and proven aircraft to profitably grow networks.

Currently, we believe there is a market gap where airlines, in order to profitably expand their network, can benefit from optimal capacity coupled with excellent economics and Embraer has the best product to achieve this.

Baranwal: Which one is the largest selling jet out of your complete family of E2s/ERJs? And why?

Meijer: With 817 firm orders and 714 delivered aircraft, the E175 is our best-selling aircraft and amongst the most sold aircraft worldwide. In the United States, the E175 is the market leader in the up to 150-seat jet segment and the aircraft serves a key role in stimulating the regional aviation sector with outstanding economics and per-

formance capabilities. The E175 will soon take to the skies in India. Star Air, an all-Embraer jet operator, has recently committed to take two E175s to bring greater flexibility and efficiency to their network. The E-Jets E2 family is a brand new product that entered service in 2018. It is the world’s quietest and most fuel-efficient single aisle aircraft. As of the end of the third quarter of this years, the E2 family has recorded 247 firm orders and 56 deliveries, this despite the challenges brought on by the COVID-19 pandemic. We look forward to more orders in the coming year.

Baranwal: How does Embraer harness the power of innovation?

Meijer: Embraer as a whole, across all our business units, works in innovation on three fronts: incremental, which seeks the evolution of already consolidated technologies; adjacent, bringing innovation and advancements to existing products; and transformational, creating technologies and markets non-existent as yet, with a potential for exponential growth.

The company believes that innovation is essential to both the competitiveness and the future growth of the business. As a reflection of our commitment to innovation, Embraer created a Board of Directors, reporting daily to the Chief Executive Officer, dedicated solely to the subject, which encompasses all of the company’s operations and products. To organise and prioritise its innovation efforts, Embraer created “Innovation Verticals”, priority subjects for technology, research, and development. These Verticals integrate and accelerate value generation in the business units, subsidiary companies, and EmbraerX.

Baranwal: Would you like to share some details of your upcoming Turboprops? How different will they be versus the Turboprops you also used to offer to global aviation market early-years?

Meijer: The turboprop market has seen no real progress in al-

The ‘TechLion’ E195-E2 was recently on a demonstration tour across select countries in the Asia Pacific region

most 25 years. Our market studies and discussions with airlines shows strong demand exists globally for an advanced, next generation, turboprop aircraft. We believe that a turboprop, with low emissions and a vastly improved passenger experience, offers an attractive business case. We continue to assess this opportunity; however, the technology has to be right, and the decision to launch the project will be dependent upon achieving the levels of performance and efficiency improvements that our customers demand.

Baranwal: Can you please elaborate “Profit Hunter” for us? Where does this terminology come from and how would you justify? We are also little keen to know the stories behind your innovative paintings – whether of a tiger or of an eagle or of a shark. Will appreciate some details on this front.

Meijer: The E-Jets E2 family is dubbed the “Profit Hunter” because of its high performance and low fuel burn. By delivering the lowest operating costs, it unlocks the highest profit potential for airlines, all the while offering more cabin comfort to passengers and unmatched environmental credentials – such as having the lowest certified noise levels of any single-aisle jet, full stop. Our demonstrator aircraft have been painted in a variety of eye-catching apex predator liveries which embody the profithunting characteristics of the aircraft. Our “TechLion” E195-E2 was recently on a demonstration tour across select countries in the Asia Pacific region, and this same aircraft was displayed at both the 2022 and 2020 editions of Wings India.

Baranwal: Please do share some details of your efforts towards electric aviation.

Meijer: In November 2021, we announced the Energia family of concept aircraft to help the industry achieve its goal of netzero carbon emissions by 2050. In December last year we provided an update on this programme - the company has focused

its development on two 19-30 seater designs for hybrid electric and hydrogen electric propulsion. Guided by the company’s 50 year technical expertise, external inputs from airlines, and joint studies with engine OEMs, these two approaches to net-zero offer a technically realistic and economically feasible pathway to net-zero.

Energia Hybrid (E19-HE and E30-HE) – revealed as a nine seater in 2021. Embraer is exploring a 19 and a 30 seater variant:    l parallel hybrid-electric propulsion

l up to 90 per cent CO2 emissions reduction when using SAF

l 19 and 30 seat variants

l rear-mounted engines

l technology readiness – early 2030’s

Energia H2 Fuel Cell (E19-H2FC and E30-H2FC) – revealed as a 19 seater in 2021. Embraer is exploring a 30 seater variant:

l hydrogen electric propulsion

l zero CO2 emissions

l 19 and 30 seat variants

l rear-mounted electric engines

l technology readiness – 2035

While still at the evaluation phase, the architectures and technologies are being assessed for technical and commercial viability. The Energia Advisory Group has also been launched to harness inputs and collaboration from partner airlines.

Meanwhile, Embraer has already made advances in reducing emissions from its aircraft. In June, we demonstrated that the E-Jets E2 family is capable of operating with 100 per cent SAF. Furthermore, in August 2021, Embraer completed the first flight of its Electric Demonstrator, a 100 per cent electric single-engine EMB-203 Ipanema.

A hydrogen fuel cell demonstrator is planned for 2025 and the eVTOL developed by Eve, our urban air mobility spin-off that is now publicly listed on the NYSE, is a fully electric, zero-emissions vertical take-off and landing vehicle which is being developed to enter service by 2026. SP

Embraer’s demonstrator aircraft have been painted in a variety of eye-catching apex predator liveries which embody the profit-hunting characteristics of the aircraft

TOP ENGINE MANUFACTURERS IN THE WORLD

BY ANIL CHOPRA

THE TURBOFAN ENGINE MARKET is dominated by a handful of, mostly western, players. In an increasingly globally-linked world, aircraft engines are an important component for transport applications, including commercial, military, business, and general aviation. Many large companies have large portfolios of engines for different uses. As per Global Commercial Aircraft Turbofan Engines Market Report 2022-2041, the top four engine manufacturers were GE Aviation, Pratt & Whitney, Rolls-Royce, & Safran (CFM International). GE and Safran of France have a joint venture, called CFM International. Pratt & Whitney also have a joint venture, International Aero Engines with Japanese Aeroen-

Aircraft engine is a highly complex machine. Manufacturers of these engines have to ensure that they are able to operate at very high altitudes and at very high speeds in different temperatures.

gine Corporation and MTU Aero Engines of Germany. Pratt & Whitney and General Electric have a joint venture, Engine Alliance selling a range of engines for aircraft such as the Airbus 380. There are others like Honeywell Aerospace and Russian and Chinese companies into aircraft engine manufacturing. Most engine manufacturers make engines for both civil and military aircraft. Business of most companies was badly affected by the Covid pandemic, but is expected to reach pre-Covid levels in 2023. As per the report released by global business data platform “Statista” in May 2021, CFM International had 39 per cent market share of the commercial aircraft engines in 2020; Pratt & Whitney (35 per cent); GE Aviation (14 per cent); and Rolls-Royce (12 per cent). It

The GTF engine, with its geared fan technology, incorporates advances in aerodynamics, lightweight materials and other major improvements

PHOTOGRAPH Pratt & Whitney

CFM56-7B Engine: More than 35,000 CFM Engines have been delivered to more than 600 operators around the globe

is interesting to look at the product range and size of some of the top engine manufacturers.

PRATT & WHITNEY. Pratt & Whitney is now a subsidiary of Raytheon Technologies, and its aircraft engines are widely used in both civil and military aviation. Interestingly it has many joint ventures with the leading engine manufacturers. They have more than 13,000 large commercial engines installed. The GTF engine, with its revolutionary geared fan technology, powers the Airbus A220, the Airbus A320neo family and Embraer E190-E2. The Mitsubishi Regional Jet (MRJ) and Irkut MC-21 are currently undergoing flight testing. The GTF engine also incorporates advances in aerodynamics, lightweight materials and other major technology improvements.

The JT9D has the distinction of being chosen by Boeing to power the original Boeing 747 “Jumbo jet”. The PW4000 series is the successor to the JT9D, and powers some Airbus A310, Airbus A300, Boeing 747, Boeing 767, Boeing 777, Airbus A330 and MD-11 aircraft. The PW4000 is certified for 180-minute Extended Twin Operations (ETOPS) when used in twinjets. PW4000 has three variants with 94-inch (2.4 m) fan diameter, 100 inch (2.5 m) fan engine developed specifically for the Airbus A330 twinjet, and the 112-inch (2.8 m) designed to power Boeing 777.

GENERAL ELECTRIC AVIATION. GE was formed through the 1892. Today GE’s primary business divisions are Additive, Aviation, Capital, Digital, Healthcare, Power, Renewable Energy and Global Research. On November 9, 2021, the company announced it would divide into three public companies. The new companies will be focused on aviation, healthcare, and energy respectively. The GE engines include the CF6 on the Boeing 767, Boeing 747, and Airbus A330. The GE90 is only on Boeing 777. The GenX was developed for the Boeing 747-8 and Boeing 787 Dreamliner, and proposed for the Airbus A350. The GE9X currently holds the title for the most pow-

erful engine in the world. The engine is derived from the General Electric GE90 with a larger fan, advanced materials like ceramic matrix composites (CMCs), and higher bypass and compression ratios, it was designed to improve fuel efficiency by 10 per cent compared to the GE90. It powered the 777-9’s maiden flight in early 2020. It received its Federal Aviation Administration (FAA) type certificate on September 25, 2020. The engine will feature on the upcoming 777X and has already flown a number of test flights.

ROLLS-ROYCE. Rolls-Royce Holdings plc is a British multinational engineering company incorporated in February 2011 that owns Rolls-Royce, a business established in 1904. The company is most known for the RB211 (high-bypass turbofans) and Trent series. Rolls-Royce Trent 970s were the first engines to power the new Airbus A380. In 2015 Rolls-Royce received its largest order to date worth £6.1 billion ($9.2 billion) to supply engines for 50 Emirates A380 planes. Rolls-Royce powers more than 35 types of commercial aircraft and has over 13,000 engines in service around the world. Rolls-Royce engines range from M250 to the Trent 900. The Trent engine family are now in service on the Airbus A330, A340, A350, and A380, as well as the Boeing 777 and 787 Dreamliner. In November 2022, Rolls-Royce announced that they had successfully tested a hydrogen-powered jet engine. In December 2022, Rolls-Royce claims to have finished building the first demonstrator for its massive UltraFan engine, which will eventually hit the skies in airliners to be developed in the 2030s, with expectations of a 25 per cent leap in efficiency.

CFM INTERNATIONAL. CFM International is a 50:50 joint venture between GE Aviation and Safran (earlier Snecma) Aircraft Engines. It was formed to build and support the CFM56 series of turbofan engines. The company is the world’s leading supplier of commercial aircraft engines, delivering to date more than 37,500 of

its engines to more than 570 operators. The CFM56 is derived from the two parent companies’ commercial engine designations, GE’s CF6 and Snecma’s M56. The LEAP (Leading Edge Aviation Propulsion) is a high-bypass turbofan successor of CFM56. The fan has flexible blades manufactured by a resin transfer molding process, which are designed to untwist as the fans rotational speed increases. They deliver a 15 per cent improvement in fuel consumption, compared to latest CFM56 models, and maintains the same level of dispatch reliability and life-cycle maintenance costs. Over 2,500 LEAP engine variants are flying on Airbus A320neo, Boeing 737 MAX, and COMAC C919. The company claims over 14,000 orders.

CFM RISE PROGRAM. GE Aviation and Safran’s CFM RISE (Revolutionary Innovation for Sustainable Engines) bring in bold technology targeting more than 20 per cent lower fuel consumption and CO2 emissions compared to today’s engines. The programme will demonstrate and mature a range of new, disruptive technologies for future engines that could enter service by the mid-2030s. It will reinvent the future of flight that will take the next generation of single-aisle aircraft to a new level of fuel efficiency and reduced emissions. The two have extended their partnership to the year 2050, with an intent to lead the way for more sustainable aviation and to half CO2 emissions by 2050. Their LEAP engine launched in 2008 already reduces emissions by 15 per cent compared to previous generation engines. The technologies from the RISE Program will serve as the foundation for the next-generation CFM engine that could be available by the mid-2030s. It will bring 100 per cent compatibility with alternative energy sources such as Sustainable Aviation Fuels and hydrogen. The state-of-the-art propulsive efficiency for the engine, including developing an open fan architecture. The programme will also use the hybrid electric capability to optimise engine efficiency while enabling the electrification of many aircraft systems. More than 35,000 CFM engines have been

delivered to more than 600 operators around the globe, accumulating more than one billion flight hours.

ADAPTIVE CYCLE ENGINE (ACE). The Adaptive Cycle Engine (ACE), unlike traditional engines with fixed airflow, is a variable cycle engine that will automatically alternate between a high-thrust mode for maximum power and a high-efficiency mode for optimum fuel savings. ACE is designed to increase aircraft thrust by up to 20 per cent, improve fuel consumption by 25 per cent, and extend the range by over 30 per cent. The ADaptive Versatile ENgine Technology (ADVENT) programme is an aircraft engine development programme with the goal of developing an efficient adaptive cycle or variable cycle, engine for next-generation aircraft. Rolls-Royce, GE Aviation, and Pratt and Whitney are major participants in the programme.

ENGINE ALLIANCE. Engine Alliance is a 50:50 joint venture between GE and Pratt & Whitney. Their GP7200 engine was originally intended to power, the later cancelled, Boeing 747-500X/-600X. It was later re-optimised for use on the Airbus A380 superjumbo. In that market it is competing with the RollsRoyce Trent 900, the launch engine for the aircraft. The engine powers an estimated 60 per cent of Airbus A380. The two variants are the GP7270 and the GP7277.

INTERNATIONAL AERO ENGINES. International Aero Engines is a joint-venture between Pratt & Whitney, MTU Aero Engines, and Japanese Aero Engine Corporation. The collaboration produced the V2500, the second most successful commercial jet engine programme in production today in terms of volume, and the third most successful commercial jet engine programme in aviation history. The V2500 is a two-shaft high-bypass turbofan engine which powers the Airbus A320 family, the McDonnell

GE90-115B Engine: The GE Engines include the CF6 on the Boeing 767, Boeing 747, and Airbus A330

Douglas MD-90, and the Embraer KC-390. In July 2021 Pratt & Whitney announced that the V2500 engines currently powering more than 3,000 aircraft with over 200 customers.

HONEYWELL AEROSPACE. Honeywell Aerospace is a major manufacturer of aircraft engines and avionics and a producer of auxiliary power units (APU) among other aviation products. It is a division of the Honeywell International conglomerate. The Honeywell HTF7000 series is used in the Bombardier Challenger 300 and the Gulfstream G280. The ALF502 and LF507 turbofans are produced by a partnership between Honeywell and China’s state-owned Industrial Development Corporation. The partnership is called the International Turbine Engine Co.

WILLIAMS INTERNATIONAL. Williams International is a US based manufacturer of small gas turbine engines. They produce jet engines for small jet-powered aircraft in the range between 1,000 and 3,600 pounds of thrust. The engines are used as original equipment on the Cessna Citation Jet CJ1 to CJ4, Cessna Mustang, Beechcraft 400XPR and Premier 1A and there are several development programmes with other manufacturers. This range is also very popular with the re-engine market being used by Sierra Jet and Nextant to breathe new life into aging platforms.

ELECTRIC PROPULSION. There are challenges and opportunities for more-electric aircraft of the Boeing 787 or Airbus A350 class. Hydraulic and pneumatic systems such as those for actuation or air conditioning are already being replaced by electrical systems to save weight and improve reliability. Each 787 can produce around 1,000kVA for on-board systems, markedly more than previous-generation models. On-board power storage has also grown significantly. Boeing will initially develop an electrically powered ten-seater aircraft and an electrically powered 180-seat short-haul aircraft is expected by 2027. Research is on plasma jet engines that will use electricity to generate electro-

magnetic fields instead of fuel by compressing and exciting argon gas into a plasma similar to that inside a fusion reactor. By 2030, hybrid-electric architectures may be ready for 100-seater airliners.

TO SUMMARISE. As of June 2022, the total worldwide commercial aircraft fleet size was 28,674 aircraft (23,513 active and 5,161 grounded). Airbus forecasts a demand for 39,490 new passenger and freighter aircraft over the next 20 years, of which 31,620 typically Single Aisle and 7,870 typically widebody. There are very few major aircraft engine manufacturers who dominate the industry. Aircraft engine is a complex machine that is expected to operate very efficiently from sea level to very high altitudes; with some aircraft flying even at supersonic speeds. Its components have to with stand high rotation speeds and very high or low temperatures. With many single and twin engine aircraft, the engine reliabilities have to be very high.

Aircraft manufacturers and airlines are working closely to reduce emissions and fuel consumption through increasing fuel efficiency using new technologies, designs, and materials, improving engines, enhancing aerodynamics, and using lighter materials. The engines have to be very fuel efficient for better range and endurance and to give greater distance per passenger for fuel expended. High thrust-by-engine weight is a very important engine criteria. As per the Federal Aviation Administration (FAA) on an average turbine engines have a failure rate of one per 3,75,000 flight hours, compared to one every 3,200 flight hours for aircraft piston engines.

Despite years of investment in R&D, China continues to struggle in its engine development. India’s fledgling attempt at the Kaveri engine has yet to succeed. As can be seen many major manufacturers have formed joint ventures to access both technology and markets. That perhaps is the best route to follow for India too. In the meantime it would be a good idea to get into the MRO market, by setting up maintenance, repair and overhaul facilities for existing major engine manufacturers. SP

Rolls-Royce UltraFan with 140 inch Carbon Titanium fan set diameter

P&W FAMILY OF AERO-ENGINES

BY SUKHCHAIN SINGH

PRATT & WHITNEY IS a subsidiary of Raytheon Technologies and has joint ventures with the leading engine manufacturers. Today, it has more than 13,000 large commercial engines installed on various airlines. The revolutionary GTF engine variants with geared fan technology, advanced aerodynamics, lightweight materials and other technology innovations are fitted on the Airbus A220 & A320neo family, Embraer E190-E2, Mitsubishi Regional Jet (MRJ) and Irkut MC-21. It also has dominated the regional turboprop market with the PW100-series engines powering all ATR models, every derivative of the Dash 8 and Bombardier Q400. P&W PurePower based on PW1000G cores and the P&WC PurePower

With more than 13,000 large commercial engines installed, Pratt & Whitney provides dependable power to hundreds of airlines and operators every day

PW800 engines are also powering the Gulfstream G500 and G600, and Dassault Falcon 6X.

Engine Alliance a 50:50 joint venture between GE and Pratt & Whitney developed the two variants GP7270 and GP7277. The GP7200 engine was originally meant to power the Boeing 747-500X/-600X which was later cancelled. It was thereafter reoptimised for the Airbus A380 superjumbo. The Pratt & Whitney JT9D had the distinction of being chosen by Boeing to power the original Boeing 747 “Jumbo jet”. The PW4000 series is the successor to the JT9D and powers some Airbus A310, Airbus A300, Boeing 747, Boeing 767, Boeing 777, Airbus A330 and MD-11 aircraft. PW4000 has three variants with 94-inch (2.4m) fan diameter,

The GTF engine variants are fitted on the Airbus A220 & A320neo family, Embraer E190-E2, Mitsubishi Regional Jet (MRJ) and Irkut MC-21

PHOTOGRAPHS : Pratt & Whitney

OEM ENGINES

100-inch (2.5m) fan engine developed specifically for the Airbus A330 twinjet and the 112-inch (2.8m) designed to power the Boeing 777.

The older rugged Pratt & Whitney PT6A numbering around 50,000 engines produced in 72 certified models remain a stalwart at the smaller end of regional operations. The modern PT6A65SC is fitted on the Cessna’s SkyCourier a twin-engine utility aircraft. This version has crucial high-power takeoff and climb with 6,000-hour time interval between overhaul.

The P&W GTF engine success story is the introduction of a gearbox between the forward fan and the rear turbine blades enabling them to operate at different RPMs. The fans at the front operate at low speeds but magnifies the torque by three times for the turbine to spin on. The differential RPM between the fan and the turbine enables a higher air bypass ratio of the cool air entering the engine to enhance its efficiency considerably. The use of advanced materials, hybrid electric configurations of various components has resulted in better operational efficiency of the GTF engines. These features have translated into lowering of fuel burn, reduction of carbon emissions and noise. Pratt & Whitney’s successful use of a hundred per cent Sustainable Aviation Fuel reduces its carbon footprints by up to 20 per cent and noise footprint by about 75 per cent, as also achieve emissions up to 50 per cent of the Regulatory Standards set by the Committee on Aviation Environmental Protection (CAEP).

P&W FAMILY OF ENGINES. The V2500 engine is designed and manufactured by International Aero Engines (IAE), a global partnership of aerospace leaders including Pratt & Whitney, Japanese Aero Engine Corporation and MTU Aero Engines. The V2500 engine remains the quietest, most fuel-efficient engine for the Airbus A320ceo family, with the lowest emissions and greatest advantage in aircraft payload and range. The V2500 engine powers the first A321 passenger-to-cargo conversion, offers a significant payload-range advantage, and is the only engine on the A321ceo to meet Chapter 4 noise standards out of the box. The V2500 engine is also backed by 17 established facilities around the world that provide maintenance, repair and overhaul (MRO) services. This includes nine IAE party company facilities.

The GP7200 is derived from two of the most successful wide body engine programmes in aviation history the PW4000 and GE90 families. The Engine Alliance, was established in 1996 to develop, manufacture, sell and support a family of advanced technology engines for new high-capacity, long-range aircraft. The result is the GP7200, a twin spool axial flow turbofan that delivers 70,000 pounds of thrust for the Airbus A380. The GP7200 entered service in 2008 with the world’s largest A380 fleet, Emirates. The first GP7200-powered A380 was delivered to Air France in 2009.

The PW4000 94-inch fan engine is the first model in the PW4000 family of high-thrust engines. It covers a range of 52,000 to 62,000 pounds of thrust. It is approved for 180-minute Extended-range Twin-engine Operations (ETOPS). It incorporated advanced, service-proven technologies, such as single-crystal superalloy materials and its Full-Authority Digital Electronic Control (FADEC) enhancing fuel economy, reliability, excellent performance retention, long on-wing times and low maintenance costs. The PW4000’s noise and emissions parameters are lower than levels required for all current and anticipated emissions and noise regulations. For a further reduction in emissions, Pratt & Whitney’s TALON (Technology for Advanced Low NOx) combustor technology is now available for the PW4000. Derived from the 112-inch fan model, TALON has segmented, replaceable liner panels for easy maintainability and air blast fuel nozzles for excellent fuel atomisation and mixing resulting in clearer burning and low emissions. Since entering service in 1987, Pratt & Whitney has delivered more than 2,500 PW4000-94’’ engines that have collectively logged more than 150 million flight hours on commercial aircraft around the world.

Developed specifically for the Airbus A330 twinjet and introduced in 1994, the PW4000 100-inch fan engine has thrust capability from 64,500 to 70,000 pounds at take-off. The engine was the first in aviation history to qualify for Extended-range Twin-engine Operations (ETOPS) prior to entering service. It is now approved for 180-minute ETOPS. Pratt & Whitney has taken its successful PW4000 100-inch engine for the Airbus A330 to new heights with the introduction of the PW4170 Advantage70 programme. The Advantage70 is offered as a new engine and as an upgrade kit for existing engines. Advantage70 technology delivers superior engine performance, including a two per cent thrust increase, more than one per cent reduction in fuel consumption, increased durability, and reduced maintenance costs.

The PW4000 112-inch engine, an ultra-high-thrust model covering the 74,000 to 90,000 pound-thrust class, is a reliable engine and Extended-range Twin-engine Operations (ETOPS)

The PW4000 112-inch engine is the reliability, experience and Extended-range Twin-engine Operations leader for the 777 aircraft

leader for the 777 aircraft. The engine’s advanced, service-proven technologies including single-crystal super alloy materials, powdered metal disks, and Full-Authority Digital Electronic Control (FADEC), provide excellent operational performance and durability. These features contribute to the engine’s excellent environmental performance, which meets with margin all current noise and emissions regulations. The PW4000 112-inch engine retains the outstanding accessibility and component modularity of other PW4000 family members to reduce maintenance time and cost. For transportability, the engine can be shipped in a 747F aircraft as a complete engine. Also, the fan case is easily separated from the engine’s core for split shipment without disturbing the bearing compartments.

The PW2000 engine covers the mid-thrust range from 37,000 pounds to 43,000 pounds. The PW2000 powers all models of the twin-engine Boeing 757. It entered service in 1984 as the first commercial engine with FADEC (Full-Authority Digital Electronic Control) technology. Pratt & Whitney introduced an improved version of the PW2000, the Reduced Temperature Configuration (RTC) in 1994. This enhanced model offers improved reliability and durability for long on-wing times and reduced total maintenance cost, along with excellent environmental performance. The PW2000 is approved for 180-minute Extended-range Twin-engine Operations (ETOPS) and meets all current and proposed noise and missions regulations worldwide.

The PW6000 engine covers the 18,000- to 24,000-pound thrust class and is targeted for 100-passenger aircraft. The PW6000 is currently offered on the Airbus A318, which is part of the successful A320 aircraft family. The PW6000 builds on proven technology from other Pratt & Whitney advanced engine programmes to deliver the lowest cost of ownership for 100-passenger aircraft operators. Pratt & Whitney has incorporated technological advances in the PW6000 that enable a reduction in parts count for lower acquisition cost as well as a reduced maintenance cost. The PW6000 meets all current and anticipated noise and environmental regulations. PW6000 has been specifically designed

for high-cycle operation in the demanding short-haul aircraft market.

Pratt & Whitney introduced the JT8D to commercial aviation in 1964 with the inaugural flight of Boeing’s 727-100 aircraft. Once deemed the workhorse of the industry, today, there are 2,400 engines still in use. The eight models that make up the JT8D family cover a thrust range from 14,000 to 17,000 pounds. The JT8D-200 series, which entered service in 1980, offers 18,500 to 21,700 pounds of thrust, and is the exclusive power for the popular MD-80 series aircraft. Pratt & Whitney has developed a new low-emissions combustion system, or E-Kit, that is FAR 25-certified to ensure the JT8D-200 engine stays current with environmental regulations. The E-Kit reduces JT8D-200 engine NOx emissions by 25 per cent and exceeds all ICAO standards for new production engines.

Pratt & Whitney’s JT9D engine is the high-bypass-ratio engine to power wide-bodied aircraft. Since entering service on the Boeing 747 aircraft in 1970, the JT9D engine has proven itself to be the workhorse for early 747, 767, A300, A310 and DC-10 aircraft models. The JT9D engine family consists of three distinct series. The JT9D-7 engine covers the 46,300- to 50,000-poundthrust range, and the JT9D-7Q series has a 53,000 pound thrust rating. Later models, the -7R4 series, cover the 48,000- to 56,000-pound-thrust range. For JT9D-7R4 twinjet installations, the engines are approved for 180-minute ETOPS (Extendedrange Twin-engine Operations). Pratt & Whitney continues to invest in and support the JT9D engines. Reduced Cost of Ownership Kits for the JT9D engine are available to improve durability, increase thrust and reduce noise. With Pratt & Whitney’s commitment to the JT9D programme these engines will continue to serve commercial aviation.

The PW100/PW150 engine family is the benchmark for low fuel consumption on routes of 350 miles or less. That means they consume 25 per cent to 40 per cent less fuel and produce up to 50 per cent fewer CO2 emissions than similar-sized regional jets. These engines are also biofuel compatible.

The PW100 is a three-shaft, two-spool engine with low pressure and high pressure compressors that are powered independently by cooled turbine stages. A third shaft combines the power turbine to the propeller through a reduction gearbox, optimised to establish the best combination of engine and propeller efficiencies. While the PW150 engine is a two-spool engine with fourstage centrifugal compressors, 3-stage axial, single centrifugal with all rotors integrally bladed. With reverse flow combustor, the PW150 models have advanced, effusion cooling, high efficiency and durability, and offer low emissions as well as low noise. With FADEC (Full Authority Digital Engine Control), these also provide dual channel redundancy, ease of operation, and reduced workload.

The GP7200 is a twin spool axial flow turbofan that delivers 70,000 pounds of thrust for the Airbus A380

OEM ENGINES

The PW150 is a growth version of the PW100-series turboprop, with a thermodynamic rating of 4,800- 5,600kW (6,500-7,500shp). The variants of PW100 include PW115, PW118, PW119, PW120, PW121, PW123, PW124, PW125, PW126, PW127 and of course the PW150. Each of these further have their own variants as well.

In the turboprop segment that accounts for just about five per cent of the global commercial fleet P&WC is estimated to hold more than 80 per cent of the market and the most of which would be related to the PW100 engine on the ATR42 and 72. With no new entrants expected in the turboprop segment, the OEM’s market dominance can be expected to further grow over the next decade and stand at around 92 per cent by 2029.

The eFAST and FAST (Full-flight data Acquisition, Storage and Transmission) solution ecosystem allow operators access to full-flight engine data, which is transmitted by cellular or Wi-Fi

to the 1960s with Air India’s first Boeing 707 powered by P&W’s JT3D engine –Indian airlines today fly more than 180 A320neos powered by the GTF family of engines, and PW100/150 family for India’s regional aviation growth under UDAN. India’s ATR and Dash-8 turboprop aircraft, mainstays for regional aviation, run on Pratt & Whitney engines. Pratt & Whitney has been a key propulsion partner for the NAL-SARAS MKI with the PT6A turboprop engine. The latest acquisition of the C295 transport aircraft is also powered by the PW127G engines. A Customer Training Center (CTC) in Hyderabad provides specialised training on P&W’s engines to customers from over 20 nationalities. A world-class India Capabilities Center (ICC) has been established focused on its global supply chain operations and India Engineering Center (IEC) in Bengaluru, which has commenced its operations in January 2023. Pratt & Whitney also has an R&D presence through the Center of Excellence (COE) at the Indian Institute of Science (IISc), Bengaluru.

connection once the aircraft lands. This enhances engine and aircraft ‘connectivity’ through its ability to provide situational awareness about engine health, usage and trends. This facility is available across several aircraft applications in business and general aviation, and on regional types powered by the PW100 and PW150 series turboprops. eFAST capability is also built into GTF engines built for the Airbus A220 and has received a supplemental type certificate (STC) for the V2500-powered Airbus A321.

INDIA CANVAS. P&W is well represented in India, where the short-haul market is dominated by the ATR 72 and Bombardier Q400, respectively powered by PW127M and PW150A engines. The country’s P&W fleet stands at around 1,400 engines and auxiliary power units, including regional turboprops for airlines such as Alliance Air, IndiGo, Jet Airways, SpiceJet and TruJet. From powering India’s legendary DC-3 Parshuram aircraft post-independence,

FUTURE TRAJECTORY. Pratt & Whitney’s answer to the Innovation for Sustainable Engines is an MTU Aero Engines partnered, EU-funded Sustainable Water-Injecting Turbofan Comprising Hybrid-Electric (Switch) programme. Airbus is a partner in this. A water-enhanced turbofan (WET) engine adds a condenser to collect water from the GTF exhaust gas and a heat exchanger to vaporize that water into steam. The steam is then injected into the combustor, improving fuel efficiency. The temperature profile eliminates most of the hot spots where NOx forms, and most particles are washed out instead of forming nuclei in the contrail process. The large heat exchanger, however, has an undesirable effect on transient regimes, making the engine less responsive. That is what the hybrid-electric architecture can counteract. WET technology is relevant for the improvement it brings in the cruise phase’s climate impact, while hybrid-electric is for better local air quality at airports. Phase 1 of the programme, in 2023-25, is fully funded and is planned to include various assessments. A hybrid-electric GTF engine is set to be tested on the ground, and WET technology to be evaluated at the component and subsystem levels in a laboratory. In addition, aircraft integration is set to be studied which will likely impact on the architecture.

A higher bypass ratio with a larger fan diameter, more advanced turbine technologies, new materials and leading-edge manufacturing techniques are also being developed by Pratt & Whitney. In the longer term, opportunity lies with the electrification of flight, with Pratt & Whitney and Collins Aerospace collaborating on technologies. This collaborative effort will allow Pratt & Whitney to continue developing technologies around hybridelectric and hydrogen-powered propulsion systems that will likely play a role in future generations of aircraft design, making a massive impact on the aviation industry – much like the GTF.

Pratt & Whitney innovations in powerplant design continue to set the pace for progress in aviation. Their technologies have made aviation ever-more sustainable, changed the boundaries of time and shortened the distance between people and places. SP

The V2500 engine boasts of being the quietest, most fuel-efficient engine for the Airbus A320ceo family

UNMANNED URBAN AIR MOBILITY

BY ANIL CHOPRA

UNMANNED URBAN AIR MOBILITY (UUAM) is the next happening thing in civil aviation. UUAM is the future mode of transport offering aerial passenger transport within or between cities. Advances in unmanned aerial systems, battery and electric propulsion technology are the main factors that have facilitated UUAM. It is thus possible to use unmanned aerial vehicles that can take-off and land vertically (VTOL) for intra-urban passenger transportation. Many companies are developing the next generation VTOL vehicles. Passenger acceptance and potential passengers’ value of time, are the two key factors for going ahead. The UUAM vehicle could either be rotary-wing, fixed-wing or hybrid cruise vehicles. There is the need to understand the landscape of relevant questions surrounding the implementation of UUAM. The urban airspace would have to look at safety-related factors, social factors, system factors, and aircraft factors.

The UUAM operations will require a separate, newly created airspace with a new set of rules and standards. Integrating them with the current ATC system will be very complex and is unlikely.

UUAM EVOLVES. The fact that unmanned aerial vehicles (UAV) have been successfully flying since 1970s, and the safety record has been continuously improving, has given confidence for UUAM. Removing pilots dramatically increases payload and reduces labour costs. Meanwhile, the advances in civil aviation have seen the boom in less expensive civil travel and light personal jets since the 1990s. Well managed airlines have pulled ahead of the pack. Now as the world begins to reach inflection point, there are signs of hot competition over UUAM aircraft, too. UUAM evolved from the Advanced Air Mobility (AAM), a joint initiative of the FAA, NASA, and the industry to develop an air transportation system that moves passengers and cargo with new electric (i.e. green) air vehicles in various geographies previously under-served by traditional aviation. Nearly 150 companies worldwide are in the race with under-testing UUAM prototypes, to make aircraft not just flyable, but viable. The controllers ini-

Wisk is the Urban Air Mobility (UAM) company behind the world’s first all-electric, self-flying air taxi

tially designed for small UAVs were not robust enough for passenger flights. Advances in Artificial Intelligence (AI) are greatly supporting UUAM.

PUBLIC CONFIDENCE. The public is still sceptical. A survey by Booz Allen Hamilton for NASA found that only 21 per cent of people would feel comfortable flying alone in an automated aircraft – though that number increased to 40 per cent if they were accompanied by other passengers that they knew. Two factors should increase public acceptance: the advent of self-driving cars and trucks, and the introduction of rugged, accurate flight systems.

ELECTRIC AND HYBRID PROPULSION. The use of electric motors in multi-rotor designs for “lift-and-cruise” including use of fixed/tilt wings are evolving. Electric motors are coming from the experience of automotive industry. Hybrid-electric turbo-generator are being combined with rugged turbine engines fed by conventional or bio-derived jet fuel that power motors or high-capacity batteries. Energy efficiency - the endurance of batteries will be an issue for UUAM. More efficient rotors, use of lightweight materials, would support minimal energy consumption. Efficiency is better at lower altitudes but it clashes with noise pollution.

THE ELECTROMECHANICAL ACTUATORS. The electromechanical actuators are key to the design of UUAM vehicles. UUAM aircraft will fly low, through thermals and the unusual winds caused by buildings. They must make pinpoint landings dozens of times a day, requiring dramatic power changes and flyby-wire computers that make hundreds of tiny adjustments every second. The aircraft’s actuators must perform millions of these movements, withstand the unusual vibrations caused by multiple rotors, and be impervious to bad weather, all while maintaining

the highest degrees of precision and reliability.

BROADER UUAM SAFETY ISSUES. Unlike a traditional helicopter, new air vehicles use multiple motors and propellers, electric engines, and lighter materials, which make them cheaper, quieter, and more efficient. The operations are expected to cover both urban and rural regions. The operators will compete for the same limited space, which will push the industry to adopt smaller separation standards. For this reason, several agencies are developing frameworks for managing urban airspace and ensuring safety. The safety record and acceptable risk models for hobby drones were clearly unacceptable. The leading UUAM companies are looking to install true fly-by-wire computers derived from airliners, but as small as hardcover book. All these will have a triplex architecture for equalising inputs and commands.

COLLISION AVOIDANCE. While, UUAM vehicles will have to have more degrees of freedom, they can freely choose their position, altitude, heading, and speed, which increases airspace capacity and reduce flying costs. However, these concepts require high technological capabilities, such as dynamic geofences and advanced sense-and-avoid capabilities, to maintain the required safety levels. Some such features already exist in drone swarms. Collision avoidance algorithms, avoidance maps, and path-planning would be required.

Most UUAM companies are currently flying their prototypes at small airports or over remote test ranges. Once they are brought into urban environment, collision avoidance technologies will become critically important. Very compact traffic collision avoidance system and enhanced ground proximity warning system made up of multiple electronic beams using a small phased array are under testing. Safety considerations would also mean avoiding collisions with buildings. Buildings are then the “no-fly” zones where flying is, understandably, prohibited.

Volocopter is launching the world’s first-ever eVTOL suite of services, replete with passenger air taxis, heavy-lift cargo drones, and its very own ecosystem

Volocopter

WEATHER RELATED ISSUES. Urban canyons and tall buildings also create wind gusts with significant levels of turbulence in their proximity that can cause loss of control and overcome the aircraft’s ability to maintain position, altitude, and stability. Even the autopilot can “overcorrect” and deviate from the planned path which can cause a collision. Precipitation can increase resistance to the movement of aircraft and cause the malfunction of on-board electronics. Low temperatures can decrease battery life. Icing can build up on airframes or propellers and increase the weight of the drone. Visibility and low ceiling could reduce the effectiveness of sense-and-avoid avionics. Weather risks can be reduced by creating dynamic geofences that move with the weather. Accurate forecasts are critical to UUAM safety and route planning.

UUAM CERTIFICATION CHALLENGES. The UUAM certification and regulations has to be managed in many countries with different public and governmental acceptance and understanding levels. Firstly, there are UUAM transportation policy related issues. While certification guidelines have been evolved, yet certification and regulation still require further development.

TRAFFIC MANAGEMENT. The current UAVs and drones in use for recreation, traffic monitoring, disaster monitoring, fire detection, infrastructure inspection, mapping, forestry, and agriculture are also increasing in numbers. These operations, although numerous, are currently contained within specific geographic regions and still do not pose a substantial risk or management challenges as will happen with UUAM.

Accommodating exponentially growing UUAM traffic will require innovative solutions in air traffic management, communication, navigation, and surveillance. Creating this for use in urban airspace is not going to be easy, considering the differences in air vehicle designs and sizes, manoeuvrability, speed, take-off proce-

dures, automation, surveillance, and communication capabilities. Clearly, the current air traffic management (ATM) system is not designed to manage urban airspace. Several challenges include higher numbers, greater density, lower altitudes of operations, and varying performance.

The operating environment, rules of air, routes, and integrated scheduling model would have to be evolved. Adaptive control and coordination would ensure efficiency and safety of operation. The much increased flight density and volume would require management.

Integrating UUAM operations with the current ATC system will be very complex and is unlikely. The role of the traffic management system is to segment the airspace, set up the geofences, and approve flight paths within predefined time slots in a first-comefirst-serve fashion. The UUAM operations will require a separate, newly created airspace with a new set of rules and standards. The main challenges in air traffic management are airspace integration, separation, contingency management, capacity, traffic flow management, and scheduling. One approach would be through automated traffic and collision avoidance with technologically able to accommodate aircraft of all levels of performance. The operations will not be managed by air traffic control. The routes will be based on social factors.

The low-altitude airspace is defined as airspace below 400 ft, where the Unmanned Aircraft System Traffic Management (UTM) operations are segregated from other airspace users. FAA has issued clear guidelines for this. The development of UTM is sequenced in four Technical Capability Levels, with the simple, remote, and rural operations in the first phase, and dense urban operations in the fourth phase.

Separate corridors would have to be created. Within the corridors, separation is maintained by UUAM operators and technology. Initially, the corridors will connect two UUAM aerodromes to support point-to-point operations. Later more complex and

CityAirbus NextGen is safe, sustainable and integrated urban air mobility solution

efficient networks can evolve. Defining two-way traffic lanes that are horizontally and vertically separated would be the way. Certain rooftops will be designated for take-off and landing, while the air in the vicinity of these rooftops is reserved for the climb and descend.

INFRASTRUCTURE MANAGEMENT. Ground infrastructure for UUAM operations will have to be created. There are issues related to the interaction with existing transport systems. There will be need to design operational structure for terminal area of multi-vertiport for UUAM. Maintenance and battery management would have to be factored.

The concept of multi-ring structure and the junction control, including cooperative scheduling of approach and departure flights, and large flight-flow would have to be worked out. Identified potential sites for building stations based on estimated air taxi demand. The proposed UUAM concepts require extensive ground infrastructures, such as take-off and landing pads and communication, navigation, and surveillance infrastructure. Urban planning, including issues around zoning, air rights, public transportation, real estate development, public acceptance, and access inequalities. Air taxis would initially need aviation ridesharing services.

CRUCIAL TECHNOLOGIES. Technologies such as LTE and 5G-and-beyond cellular services, as well as satellite links will be required to facilitate communication between aircraft and ground points. Accurate GPS availability will be crucial. Battery and hybrid fuel cell technologies are also crucial. Lighter yet stronger materials are important.

SOCIAL FACTORS. UUAM operations will most likely occur at lower flight levels and closer to residential neighbourhoods. Communities are concerned about security, privacy, liability, noise, visual pollution, and air pollution. UUAM noise will cause a signifi-

cant level of annoyance. Listener’s annoyance is related not only to volume but also to the frequency of sound. It will affect sleep. Stricter standards will be required for building quieter air vehicles or setting up flying routes that reduce noise exposure. Low-level flights might be visually undesirable and disturbing. They clutter the visual field and create shadows. Issues of privacy are exacerbated in residential and business areas. Privacy could relate to behaviour, action, communication, data, image, or location. Drone equipped with cameras can capture images that impact privacy.

PUBLIC ACCEPTANCE AND ECONOMICS. The starting point for the UUAM success would be public acceptance and user adoption. Literature indicates that people, in general, have positive attitudes towards innovation and new technology. However, complex factors determine their willingness and speed in acceptance. Cost of transportation and ticketing will be the next issue. Time-cost trade-offs against on-road travel limits. Then there is the possible market structures.

WAY AHEAD. The idea of UUAM, coupled with the technological development in automation and electricity storage, has spurred growth in the urban aviation industry. The UUAM is in the “honeymoon” phase. New aircraft prototypes are here, and the industry is enthusiastic. There are issues related to technology, regulation, and public conversation. Most commercial airports are currently located in the suburbs, whereas vertiports will mostly be located in more densely populated areas. NASA, the FAA, including India’s DGCA are actively involved. Big players in UUAM include, Amazon, Boeing, Airbus, Embraer-X, Uber elevate, SESAR U-Space (EU), DLR U-Space (Germany), UTFC, MITRE, METROPOLIS, ONERA, and Singapore UTM, among others. Maximising safety and capacity after understanding technological complexity, noise, and privacy is the essence. India would have to learn from the different urban airspace concepts proposed around the world. SP

EHang Electric Passenger-grade Autonomous Aerial Vehicle

BOEING AND GMR AERO TECHNIC TO

SET UP INDIA’S FIRST BOEING CONVERTED FREIGHTER LINE

BY AYUSHEE CHAUDHARY

GMR AERO TECHNIC IS the first Boeing supplier in India that will have the capability to support future conversions of both domestic and foreign aircraft. Boeing, on March 10, 2023, announced an agreement with GMR Aero Technic to establish a new Boeing Converted Freighter (BCF) line in Hyderabad. Boeing’s Chief Strategy Officer Marc Allen stated that the facility will add to Boeing’s $1 billion supply chain sourcing from India and will help support India’s ambitions to become a global cargo hub. With this

facility, Boeing’s goal is to service the region, not just India, rather India and beyond.

The collaboration adds to Boeing’s continued investments to support the growth of cargo and help expand complex aircraft modification capabilities and Maintenance, Repair and Overhaul (MRO) in India, supporting India’s aspiration to become an aviation, aerospace and an MRO hub for the region.

“Our cooperation with GMR Aero Technic is not only a testimony of the maturation of Indian MROs in the country to support

“It’s Not Just a Bet on Cargo or on GMR Capability, It’s a Bet on India” —Salil Gupte, President, Boeing India

(From Left to Right) Ashok Gopinath, CEO, GMR Aero Technic; Pradeep Panicker, CEO – GHIAL & Board of Director for GMR Aero Technic; Marc Allen, Chief Strategy Officer, Boeing; Ashwani Bhargava, Senior Director Supply Chain, Boeing India; Salil Gupte, President, Boeing India.

TÊTE-À-TÊTE WITH BOEING INDIA

Jayant Baranwal (Baranwal): What kind of split is there between Boeing and GMR on this project?

Salil Gupte (Gupte): Well, they are to partner with us contractually. So the way it works is, for everything we have arrived at an economic agreement per conversion that has to be done.

Baranwal: Even though the capacity number isn’t announced yet, is it going to be a used aircraft for the freighter conversion line?

Gupte: So the way it works is you have a midlife asset so it is a used aircraft, always, for freighter conversion. It’s usually about halfway through its usable life traditionally, and the aircraft can be owned by anyone. Sometimes they are even owned by leasing companies; sometimes by airlines, sometimes it’s cargo companies themselves. So it’s all of the above really in terms of potential customer types.

Baranwal: Can you elaborate industrial capital please? You talked about India’s strong industrial capital, do you mean India is rich in terms of supply chain capability?

Gupte: Yes, so industrial capital is your supply base and that is one of the things that has evolved so greatly over the last decade. It is in manufacturing where we have gone from simple assemblies, simple electrical work to more complex electrical work, more complex components to large scale air structures like Mark Allen mentioned the Apache fuselage, the 737 to next generation manufacturing technologies like full scale determining assembly to working with complex composites, like the 787 floor beams. And then of course, there’s the MRO capability that Ashok and others in the industry have come up with over the course of over a decade, but has really started to accelerate since the govern-

ment made its decision to rationalise taxation on MRO a couple of years ago and that will allow India to grow in that space.

Baranwal: But we are still far from the overall integration of the commercial aircraft. Can India produce or deliver the Boeing and Airbus in the country itself?

Gupte: It’s not clear to me whether that is how you should judge India’s progress because the final assembly of an aircraft, whether it’s a defence or commercial, matters, but it’s less than 10 per cent of the value of the airplane. So it’s not a significant number. So to me, that’s not how you judge the progress of the supply chain. How you judge the progress of the supply chain is the maturity of the complexity of what it can do. And in that India has been accelerating at a very impressive rate over the last decade, both in manufacturing and in services.

Baranwal: Some companies around the world are coming up with unmanned systems as well for the cargo solution, is Boeing also looking at that?

Gupte: This is a traditional technology in terms of leveraging used aircraft like the 737 NG, 737-800 aircraft and we’re taking that into the freighter conversion realm and we’ve been doing so. We had our 100th delivery of this aircraft last September. So it’s a tried, proven platform and it’s for a certain amount of cargo space. The unmanned solutions that you are referring to are very small, they are last mile delivery and there’s a number of companies around the world that are evaluating large scale drones for leveraging that delivery. Certainly, Boeing has its own autonomous technology but right now we are focusing on passengers there. Certainly, there are opportunities beyond that in the future but that’s a completely different class. SP

the vision of Atmanirbhar Bharat, but also supports the anticipated growth of the cargo sector in the region,” said Salil Gupte, President, Boeing India.

According to Boeing’s Commercial Market Outlook, India’s air cargo growth is expected to average 6.3 per cent annually, driven by the country’s manufacturing and e-commerce sectors, including its Make in India initiative. Boeing forecasts demand for more than 75 freighters, including production and converted freighters. India’s domestic strength has a massive untapped potential with only 15 freighter aircraft today.

Gupte also mentioned that 1,720 freighters are expected for the next 20 years. About 20 per cent of those will be in Europe, about 30 per cent of those will be in America, and about 50 per cent will be in Asia and Middle East Africa regions. He added that he believes there’s a substantial opportunity for India to get a very large share of those.

“We know that within India, there are several carriers that have already taken up freighter conversions, and so we know that there’s going to be demand. There is a significant opportunity for companies that are involved in the manufacturing or for companies that are involved in the purchasing of those goods to shorten the time, to shorten the supply chain, to reduce the inventory that they have in process by leveraging air cargo as opposed to all the modes of transportation. And as India gets into those higher value elements of the manufacturing, it fits hand in glove with having more air cargo. That’s really what the bet is. And so, you know, when you make a bet like this, it’s not just a bet on cargo or on GMR capability, it’s a bet on India because it’s a bet that India will continue to grow that manufacturing ability to drive that entire life,” added Gupte.

Boeing plans to immediately begin the technology transfer and the transfer in terms of capability, to be carried over the next 18 months

On the sidelines of the announcement, Jayant Baranwal, Editor-In-Chief, SP’s AirBuz had a quick chat with Boeing India President, Salil Gupte. Excerpts from the conversation

Neither the exact volume nor the exact date for the beginning of the BCF line is clear yet. However, Boeing plans to immediately begin the technology transfer and the transfer in terms of capability, to be carried over the next 18 months. Boeing is in talks with every single major airline customer and some airlines, some startups as well that want to enter the cargo space in India because they see the growth potential of the market.

Speaking on this agreement, Ashok Gopinath, CEO, GMR Aero Technic said, “With the rise in the Indian aviation industry, MRO services in India has been one of the fastest- growing markets globally. The collaboration with Boeing reaffirms our capability to provide world-class MRO services and further contribute to the

“Make in India” initiative. We thank Boeing for the opportunity given and look forward to working together for future initiatives.”

Boeing has more than 40 years of successful experience in passenger-to-freighter conversions, relying on original design data and a deep understanding of the needs of the air cargo industry to deliver a superior, integrated product. In its commercial outlook, the manufacturer stated that Boeing Freighters had more than 90 per cent market share. In 2022, Boeing freighters witnessed a strong demand with 131 orders.

Gupte also highlighted, “No one has accelerated and built the scale of the engineering capability that we have built here in the short period of time, at least in the aerospace field amongst any of the Original Equipment Manufacturers (OEMs); and in manufacturing, no one has more exports from India above us. We are the leader in that as well and we will continue to be the leader no matter what anyone else puts up. The leadership in cargo overall has also bled over into our leadership in freighter conversions in this particular business as well.”

India’s long-term forecasted growth in air traffic, and availability of a large pool of skilled aviation technicians and engineers, position it well to become a key regional player in the commercial aviation sector. India’s strong human resource and industry capital also serve to be significant advantages.

With over eight decades of presence in India, Boeing has built a strong network of support for its customers in the region through various initiatives and partnerships while contributing to the growth and development of the Indian aerospace and defence sector. SP

According to Boeing’s Commercial Market Outlook, India’s air cargo growth is expected to average 6.3 per cent annually, driven by the country’s manufacturing and e-commerce sectors, including its Make in India initiative.

Seated (from Left to Right): Ashok Gopinath, CEO, GMR Aero Technic; Salil Gupte, President, Boeing India Standing (from Left to Right): Pradeep Panicker, CEO – GHIAL & Board of Director for GMR Aero Technic; Marc Allen, Chief Strategy Officer, Boeing; Ashwani Bhargava, Senior Director Supply Chain, Boeing India.

INDIA AVIATION –FIRMLY MOVING AHEAD

THIS IS THE LARGEST order placed by an airline in one go anywhere in the world, beating the 2011 order by American Airlines for a combined 460 aircraft. The biggest order by an Indian carrier before this was IndiGo’s 300-aircraft order in 2019.

Air India’s order for purchase of 250 Airbus aircraft comprises of 140 A320neo, 70 A321neo, 34 A350-1000 and six A350-900 aircraft. Air India’s order for purchase of 190 Boeing MAX comprises of 20 Dreamliners (787-9) and 10 777-9. In the deal, Air India also has the Option Clause that allows it to buy 70 additional Boeing aircraft (50 MAX planes and 20 Dreamliners. In that case, the Boeing order would go up to 290 aircraft and total to 540 aircraft. The mega order cost is estimated to be between $70 to 80 billion.

Besides this, Air India has also signed a deal with CFM for the largest LEAP engine order of more than 800 LEAP engines for its order of 400 Airbus and Boeing single aisle, narrow body aircraft. Air India also known to have signed a memorandum of understanding for 68 Rolls-Royce Trent XWB-97 engines (that powers the Airbus A350-1000) and 12 Rolls-Royce Trent XWB-84 engines (for Airbus A350-900). Both these are considered to be substantial orders.

AI presently operates about 140 aircraft, majority being narrow body. AI largely depends on Airbus planes for domestic operations, while its wide-body fleet comprises Boeing aircraft. Air India Express operates only Boeing narrow-body planes. On its part, the Air India’s order reflects a strategy to recapture a major share of routes between India’s large overseas diasporas and cities such as Delhi and Mumbai, which is presently dominated by international rivals such as Emirates, Qatar Airways, Etihad and other Middle Eastern airlines. Air India presently holds barely 9 per cent of domestic traffic. It wants to bag a bigger share of regional international traffic and the domestic market, it seems to be getting ready for a battle on both fronts.

Tata Group is also working to consolidate and realign its business by merging AI with Vistara (a JV between the Tata Group and Singapore Airlines) to create a full-service carrier (FSC), this is to complete by March 2024. At the same time it is merging Air

Tata Group’s Air India last month signed blockbuster agreements for purchase of 470 aircraft. It comprises of 250 aircraft from Airbus and 220 aircraft from Boeing.

India Express and AIX Connect (formerly AirAsia India) to create a large low-cost carrier (LCC).

“The first aircraft to arrive will be 25 brand new Boeing B737800s and six Airbus A350-900s in the second half of 2023, with deliveries peaking in 2025 and beyond. In the meantime, our capacity growth will continue to be supported by the previously announced lease-in of additional narrow-body and wide-body aircraft and the restoration-to-service of the remainder of our grounded fleet,” Air India CEO Campbell Wilson said in a communication to staff following the announcement of the order.

With a large jump in aircraft from India, the deal promises to make India an international hub for air travel. The mega deal has put AI in the league of “aspiring” global airlines from a debt ridden airline till 2022. The large fleet that is under procurement by Air India will help in reducing the dependence of Indian flyers on foreign carriers. The purchase of wide-bodied aircraft like the A350s will allow Air India to enter markets like the US and Australia directly by offering nonstop flights from India. Air India’s new fleet will help in catering to the needs of India’s growing aviation market. Of course, the Government’s support, investments in infrastructure at airports, capacity building at DGCA and skilled workforce, experienced pilots and cabin crew, will be critical to ensuring the success of Indian aviation.

Under the robust leadership of our dynamic Civil Aviation Minister Jyotiraditya Scindia, pieces of the aviation jigsaw in India, finally seem to be falling in place. DGCA on its part has been proactive and has taken cognisance of expanding airlines and aviation sector. It has decided to enhance oversight mechanism and has announced selection of 400 technical personnel and creation of four more centres over the next two years. Government policies, which were earlier seemed as stumbling blocks in the growth of the aviation sector in the country, are now proving to be a catalyst, incentivising the stake holders with a liberal framework of regulations aimed at supporting privatisation and opening up of the sector. At last India is well and truly on its way to becoming the third largest aviation market in the world! SP

— SANJAY BHATNAGAR

Air India’s mega order cost is estimated to be between $70 to 80 billion