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Innovative approaches in solving industry-specific challenges Seasonality is an inseparable element of airline operations everywhere, especially in Europe, where carriers are now scheduling 65% more seats in August than in February (up from 50% in 2019), according to McKinsey. Such major fluctuations in demand put an additional strain on workforce management and operational efficiency in a market that is only going to grow. What are the practices airlines and other aviation stakeholders can implement to alleviate the situation? Abdelmagid Bouzougarh, CEO of international aviation recruitment firm Aerviva, shares his insights. How seasonality disrupts workforce management in aviation? While seasonality affects global airline operations in one way or another, the impact differs significantly depending on the region. For example, North American carriers, while somewhat affected by seasonal peaks around major holidays, benefit from well-established and popular year-round routes to warm destinations. Europe is where seasonal fluctuations are significantly stronger – there, major carriers reportedly earn around 30% of their annual revenue and 65% of operating profit in Q3 (when most Europeans take their annual leave). The Asia-Pacific region is yet again different in that regard, with more gradual seasonal variation, influenced by a unique post-pandemic recovery timeline, according to McKinsey. Leisure travel, strongly tied to fixed calendar events, like school holidays, is the driving force behind seasonality in air travel. And the demand for leisure travel has been increasing for a long time before the pandemic. In fact, between 2010 and 2019, leisure air trips across the world grew at 6.6% per year, nearly double the rate shown by business travel. The post-pandemic recovery period only exacerbated this trend, especially in such major markets as the United States, where leisure traffic managed to bounce back more robustly than business travel. As leisure travel becomes more sporadic and less tied to the traditional holiday schedule, this new reality poses additional challenges for the airline industry. “The increasing flexibility in work arrangements creates a snowball effect on aviation operations,” Bouzougarh said. “With nearly 70% of remote-capable workers choosing flexible arrangements, every weekend has the potential to be turned into a long holiday weekend. Combined with seasonal peaks, this creates conditions where companies and their crews are expected to handle more complex operational patterns while maintaining consistent service levels.” The strain on resources is considerable – the airline industry lost at least 400,000 staff members during the pandemic, and not everyone has been equally successful at filling this talent gap. “The recruitment landscape has fundamentally changed,” Bouzougarh said. “Positions that previously attracted dozens of qualified applicants now might receive just a few, and not even necessarily with the required qualifications. This shortage runs the gamut of all aviation roles, from ground handling to senior management.” It is worth noting that these challenges are felt even more acutely by smaller, regional airlines. After the pandemic, larger players managed to attract a significant portion of staff from smaller aviation companies. According to data from European Regions Airline Association (ERA), smaller and regional airlines are now facing attrition rates as high as 25%, which signals a pressing need to rethink talent management and retention strategies. An industry in search of solutions Airlines and airports around the world are responding with novel solutions to staffing issues – from establishing in-house academies to flexible work arrangements. One model that shows a creative approach that balances operational needs with staff engagement is the award-winning ‘four-day-work-and-one-day-innovation’ work model (4D+i) pioneered by Changi Airport Group in Singapore. By creating a framework where Fridays are explicitly dedicated to innovation, CAG not only improved its brand reputation, but also boosted the number of high-quality applications for full-time careers and early career programmes. “Understandably, not every aviation company can afford to radically transform its working model in order to attract talent. The good news is that they don’t really have to, as tried-and-tested approaches like career fairs work just as well. For example, Glasgow Airport’s 2024 Jobs Fair attracted over 2,000 job seekers, which shows that there is significant interest when it comes to career options within the industry,” Bouzougarh notes. In the coming years, AI-powered HR solutions will be commonplace. 67% of HR professionals surveyed by Korn Ferry responded that they see increased AI usage as a top talent acquisition trend for 2025. The aviation industry is already seeing solutions built with its unique needs in mind – like the Amelia platform launched by Airline Pilot Club, which aims to reduce recruitment-related time and costs by up to 30%. However, recruitment is only part of the picture. Retaining staff is becoming increasingly critical. The impact the pandemic had on the exodus of experienced personnel is still felt acutely. “Sadly, high numbers of experienced people were lost from the industry. Not only that but there has also been a large reduction of apprenticeships and technical training, which has created shortages,” Bouzougarh shares. Targeted retention initiatives can go a long way. Airports and airlines across the world are offering comprehensive benefits packages that include public transport discounts of up to 80%, retail discounts, free holiday parking, and access to free skills and training courses. Travel privileges are one of the most sought-after benefits and can include not only free flights, but discounts with rental car companies, hotels, theme parks, and so on. According to ERA, improving tax efficiency is a one of the ways smaller and regional airlines can enhance staff satisfaction. If the company designs a roster closely aligned to national income tax thresholds, crew can earn their income in a more tax efficient manner, without shifting to higher tax-brackets. This is especially true for higher earners, like captains. “Some companies do go the extra mile, like Southwest Airlines, which has made staff recognition a cornerstone of their Culture. With their Southwest Airlines Gratitude (SWAG) platform, they made it easy for peers and colleagues to appreciate one another and redeem valuable gifts,” Bouzougarh elaborates. Mental fitness is non-negotiable According to data from Grokker Innovation Labs, 87% of people in the aviation industry say that

By Sudip Sharma, CEO, Safe Fly Aviation Services Pvt. Ltd. Electric Vertical Take-off and Landing (eVTOL) vehicles are transforming the aviation industry, promising a sustainable solution to urban transportation challenges. As the technology for these lightweight, electric-powered aircraft rapidly advances, the potential for urban air mobility (UAM) to reshape metropolitan life is becoming clearer. India and the UAE, both with distinctive urbanization patterns and strategic government interest, stand out as markets primed for eVTOL integration. The Asian market, with its rapidly growing population and economic expansion, presents unique opportunities and challenges for the adoption of eVTOL technology. Understanding eVTOL Technology eVTOL aircraft represent a new class of aviation technology, designed to take off and land vertically using electric propulsion. Unlike traditional planes that require runways or helicopters that rely on fuel-guzzling engines, eVTOLs can operate quietly and sustainably within urban areas. The technology leverages advancements in battery efficiency, lightweight materials, and autonomous systems to achieve energy-efficient flights with minimal noise and environmental impact. What sets eVTOL apart from existing air transportation options is its potential for easy access within city limits. Their ability to take off from small spaces, like rooftops or specialized “vertiports,” makes them ideal for urban settings, which face constraints with conventional airport infrastructure. The technology’s reduced carbon footprint aligns with global efforts toward greener aviation, while the autonomous flying capabilities envisioned for future models could make air travel even more accessible. The Global Rise of eVTOL: A Brief Overview The eVTOL market is seeing tremendous investment globally, with major aviation companies, tech startups, and even automotive manufacturers entering the fray. The global demand for eVTOL solutions is driven by the need to address urban congestion and reduce emissions. Notable players such as Joby Aviation, Lilium, and Vertical Aerospace are pioneering models that aim to make short-distance urban flights affordable and environmentally friendly. Around the world, cities like Los Angeles, Tokyo, and Paris are integrating eVTOL services as part of their urban mobility solutions. This global trend underscores the urgency with which urban air mobility solutions are being pursued, as cities explore ways to tackle challenges posed by growing populations and dense traffic. As Asian cities grapple with similar issues, India and the UAE are emerging as potentially significant players in adopting eVTOL to address specific regional needs. Urban Air Mobility and eVTOL: A Natural Fit for Asia Asia’s rapid urbanization has created unique challenges for mobility. The density of major cities in Asia, coupled with the strains on existing transportation infrastructure, makes eVTOL an appealing alternative. While cities like New York or London might benefit from eVTOLs, the scale of impact could be far greater in cities like Mumbai or Dubai, where congestion is a daily challenge. The need for innovative mobility solutions in these densely populated regions is urgent, and eVTOLs could help alleviate congestion by offering a fast, efficient alternative for short to medium-range travel. Furthermore, Asian cities often have limited space for new infrastructure, which makes the vertical take-off and landing capabilities of eVTOLs ideal for this landscape. The Appeal of eVTOL in India India’s ongoing urbanization presents both a challenge and an opportunity for eVTOL adoption. With some of the world’s most densely populated cities, such as Mumbai, Delhi, and Bangalore, India faces significant traffic congestion and pollution issues. eVTOL technology offers a solution by bypassing ground-level traffic and reducing emissions, aligning with India’s national goals to promote cleaner transportation alternatives. India’s interest in electric vehicles is already evident, with government incentives encouraging the production and adoption of electric cars, scooters, and buses. This trend could pave the way for eVTOL as the next frontier in electric mobility, positioning India as a leader in urban air mobility. Potential areas of application include commercial air taxis, medical emergency transport, and even delivery services in congested city centres. Infrastructure Challenges and Opportunities in India While the potential for eVTOLs in India is enormous, the country’s current aviation infrastructure poses significant challenges. Existing airports and heliports are limited in number and often heavily congested. To support eVTOL, India would need to develop new infrastructure, such as vertiports and charging facilities, as well as establish reliable communication networks for safe air traffic management. There are also opportunities for collaboration between the government, private sectors, and international aviation bodies to address these challenges. The Indian government’s recent interest in fostering startups and innovation within the aerospace industry may offer a favourable environment for eVTOL companies to thrive. Additionally, partnerships with major Indian cities to develop vertiport sites and ensure safe integration with urban transport could accelerate eVTOL adoption. UAE: A Pioneering Market for eVTOL The UAE has long been at the forefront of adopting advanced technologies, and its approach to transportation is no exception. The country’s Vision 2021 and Smart Dubai 2021 strategies emphasize the integration of smart, sustainable technologies in all aspects of urban life, and eVTOL fits seamlessly into these goals. Dubai and Abu Dhabi, in particular, present ideal settings for the launch of eVTOL air taxis and other urban air mobility solutions, thanks to their advanced infrastructure and supportive regulatory frameworks. Dubai, known for its ambition to lead in innovative urban transport solutions, has already been testing drone taxis and advanced air mobility concepts. The Roads and Transport Authority (RTA) has been proactive in exploring eVTOL options, aligning with Dubai’s aspiration to transform a quarter of its total trips into autonomous transport by 2030. This progressive vision, coupled with the UAE’s strategic investments in futuristic transportation, suggests a strong and promising market for eVTOL technology. eVTOL Infrastructure in UAE: Setting an Example The UAE’s existing infrastructure and investment in smart mobility create an ideal environment for eVTOL integration. Dubai, in particular, has made strides in pioneering projects aimed at positioning it as a global leader in autonomous transport. The city’s efficient transportation network, which includes dedicated lanes, metro lines, and ride-sharing systems, provides a robust base upon which eVTOL operations can expand. The Dubai Roads and Transport Authority (RTA) has already partnered with

By Kjell Mathisen, Corporate Training Manager at Aviator Aviation is a tool to connect people across different cultures and abilities worldwide, and every company in air travel must work to expand the accessibility of passenger air service so more people can experience the miracle of flight comfortably. The need to provide equal access to air travel is such an important and shared value that both United Nations conventions and the European Parliament have created laws aimed at ensuring airlines accommodate persons with disabilities. Both UN and EU laws frame regulations concerning passengers with disabilities in terms that grant these passengers rights, meaning that violations of these provisions would constitute discrimination. Despite these laws, airlines and airports occasionally make headlines that lead to government hearings and media scrutiny regarding discrimination. Aviator Airport Alliance, a full-range provider of aviation services at 15 airports across the Nordics and part of the Avia Solutions Group family, ensures airlines can accommodate persons with disabilities daily as part of their behind-the-scenes work in airline operations. Kjell Mathisen, Corporate Training Manager at Aviator, outlines the details of what goes into ground handlers’ efforts to provide accessibility. “When we meet or assist a passenger with a disability the most important thing is respect; everyone should be able to access and fly comfortably, and we work to increase accessibility in several ways,” Mathisen says. “There isn’t a single person who works to make these accommodations; we all work together to provide the best travel experience.” Mathisen explains that there are multiple stages of training on various tasks to enhance accessibility. There are different levels of detail and quality of customer service instilled in each stage to address passenger needs. Every staff member at Aviator receives additional training specific to serving passengers with disabilities, and Aviator uses agreed-upon international guidance to develop this training for airport passenger service and ramp agents. “Our training to accommodate persons with disabilities comes from organizations like the International Civil Aviation Organization ICAO), the International Air Transport Association (IATA), the European Civil Aviation Conference (ECAC), as well as other regulations and recommendations, which provide which provide a code of conduct we must follow,” Mathisen says. “This global standard is reinforced by local regulations and an understanding of best practices we have developed through our experience to ensure passengers receive what they need to fly.” While IATA and other regulators and organizations such as ECAC set a universal standard for training, Aviator, as a full-range service provider, works with several airlines at each airport, with each having different procedures. Mathisen notes that passengers with disabilities inform airlines when they need accommodations such as wheelchair transport. “We receive information on the services required within hours, or sometimes only just in-time before every flight, and occasionally, there is no information provided at all,” he says. “We must always be ready to adjust and cater to passenger needs.” Beyond passenger service, Aviator also supports those with disabilities on the ramp, as wheelchairs and mobility devices are stored in the aircraft’s cargo bay. Mathisen states that ground handlers handle all types of mobility devices several times daily. “When equipped with batteries, mobility devices are regulated as dangerous goods, requiring special regulations and treatment for their flights,” Mathisen says. “This is why we train everyone to understand and share a culture where accommodating and handling these devices is important, ensuring there is no single point of failure.” Mathisen adds that some airports the company handles passengers with disabilities more frequently. “We see increased traffic and offer more accommodations at our stations where there are large hospitals, such as university or specialist hospitals,” Mathisen says. “Many passengers fly to access medical care at this hospital, and we definitely see an uptick in service required, so it’s important that we can provide this connection to medical care.” Mathisen adds that the carriers will also see increased traffic at its other stations related to leisure trips, where the ground-handler and airport service provider’s accessibility helps make vacations possible. Regardless for reason for the trip such as traveling for leisure, medical care, reunion, no matter the circumstance, Mathisen emphasizes his concern for the experience of passengers with disabilities, training Aviator staff to be flexible and provide the best accommodations. “This is an opportunity to build a relationship with our passengers, and we use the increased interaction we have with passengers to foster a positive relationship through this customer service. ( Aviator is part of the Avia Solutions Group family, the world’s largest ACMI provider (Aircraft, Crew, Maintenance, and Insurance), operating a fleet of 220 aircraft.) ”

New York,23rd September, 2024: As global air traffic demand exceeds pre-pandemic levels in 2024, airlines are turning their attention to fleet expansion, according to a new report from Alton Aviation Consultancy. Despite record profits, operators need to consider short- and long-term strategies to overcome production issues and secure additional capacity. The global aviation advisory firm today released its independent 2024-2034 Commercial Aircraft Fleet Forecast, offering detailed insight into current market conditions, alongside a 10-year forecast of air traffic demand and the active fleet. Alton’s projections indicate the fleet should increase from 31,000 aircraft in operation today to 41,100 by 2034, marking an annual growth rate of 2.8%.   Adam Guthorn, report co-author and managing director in Alton’s New York office, says: “While dynamics differ in each region, the bounce back of global air travel has seen airlines shift their focus from recovery to expansion. We expect to see global passenger air traffic demand to increase by 4% annually over the next decade, with Asia-Pacific leading new growth. “Across all regions, we’re seeing strong demand for narrowbody jets such as the Airbus A320neo and Boeing 737 MAX family aircraft, and we anticipate this trend to continue over the next 10 years. Narrowbody aircraft will account for two-thirds of the market by 2034, rising from 60% today.” Despite optimistic projections, airlines face challenges as OEMs struggle to ramp up the production of new aircraft. The current aircraft shortage coupled with ongoing supply chain uncertainties and new engine technology challenges have prompted airlines to retain older aircraft to meet near-term capacity requirements. Alan Lim, report co-author and director in Alton’s Singapore office, says: “We’re seeing substantial order backlogs that in some cases, stretch to 2030 and beyond. Airlines have responded to the shortage of new aircraft by keeping older aircraft in operation for longer, slowing down retirements. While this solution is anticipated over the next few years, we expect the trend to reverse in the medium term when production delays are resolved. “Any changes to the macroeconomic outlook or geopolitical environment have the potential to tilt the industry’s anticipated rate of growth. To navigate these challenges, airlines will need to be nimble and forward-looking, while considering a range of different eventualities. Keeping focused on the road ahead, carrying on with the execution of long-term strategies while being adaptable to fast-changing industry conditions will be critical to success.”

Airport slot co-ordination is an intriguing science; the allocation of slots is highly competitive and the top slots fiercely guarded. Artemis Aerospace investigates how airline slots are apportioned. As you follow a flight on Flightradar or gaze up at contrails criss-crossing a clear blue sky, have you ever wondered exactly how aircraft slots are organised? It may be that you thought it’s a global free-for-all, and that any airline can decide to put on a flight from Heathrow to Sydney whenever they felt like it, and if they then change their mind and want to go from Gatwick to Melbourne there’s nothing to stop them from doing that. Well, you’d be wrong – each and every flight worldwide from a major airport has to stick to its allocated slot. An airport slot is simply permission to use the airport infrastructure such as the runway, gates and terminal building, on specific dates and at specific times to enable an aircraft to take off or land. Slots are issued under guidelines released biannually by the International Air Transport Association (IATA) Worldwide Airports Slots Group after consultation with airlines and other stakeholders. Their intention is to provide fair access and the necessary coordination to all airlines and promote safety and effectiveness at the busiest airports. In the UK, slots are then allocated by the operator and airport-funded company Airport Coordination Ltd (ACL), which was the world’s first independent slot coordinator, and which assigns slots for winter and summer travel. There are three levels of this coordination: • Level 1 – no coordination needed as the airport capability is usually adequate to meet demand. • Level 2 – coordination is mutually agreed with airlines as there is potential for congestion at peak times. • Level 3 – an airport where its ability to handle flights is considerably exceeded by demand on its services; all airlines and operators have slot allocations. IATA holds a conference twice a year to decide on slots which is attended by over 400 representatives of airports and operators, all of whom are jockeying for slots which will enable them to grow their aviation business in the most advantageous way. As slots are limited and many are in great demand, some airlines used to acquire them in order to assert their dominance over a particular route, blocking competition but not actually using them themselves. This practice was banned by the introduction of a series of rules, the main one of which is the 80/20 ‘use it or lose it’ rule. This states that airlines must use at least 80% of their slot allocation per airport, and if they fail to do this the slot will be given to another airline. During major global crises such as the Covid pandemic, however, these rules were temporarily suspended. According to IATA, there are more than 200 Level 3 airports worldwide, and around 50% of all airline passengers depart from a Level 3 airport, with 35% of all flights operating between two Level 3 airports. London Heathrow is the UK’s biggest airport and the fourth busiest in the world, serving nearly 80 million passengers in 2023 – it’s also the holder of some of the most valuable slots in the world. ACL’s data for the winter season 2023-2024 shows that British Airways held 4779 slots at Heathrow, by far the largest number and over half the total number of slots allocated. In second place by a very long way comes Virgin Atlantic with 392 slots. Lufthansa is third with 290, Aer Lingus fourth with 288, United Airlines fifth with 278 and American Airlines sixth with 270. The desirability of a slot can wax or wane depending on the popularity of a specific destination. Winter and summer travel show obvious differences, and slots which dovetail neatly with commercial travellers’ needs are always high on the popularity list. Sometimes more unusual reasons can trigger a slot demand, such as ‘screen tourism’ – Aer Lingus acquired a new slot from Ireland West Airport to Heathrow after the film ‘Banshees of Inisherin’ showcased the beauty of the west of Ireland. The shortage of slots means that competition is fierce for the most profitable ones. Although IATA does not promote sale or bidding wars, it permits airlines to trade slots, or lease them if they aren’t utilising them, as otherwise they would be forfeited. One legendary trade took place in 2016 when Oman Air bought a pair of Heathrow slots from Air France-KLM for US$75 million. Bargains are also to be had in the wake of global events – Aeroflot’s ban from Heathrow after the invasion of Ukraine meant a field day for the six airlines which picked up around 1300 slots. Slot allocation is intended to prevent delays, safeguard passengers and ensure the optimum passage of aircraft in and out of the airport – so when you next glance up and spot an Airbus winging its way across the sky, think of the complex transactions which allowed it to get there.  

Aircraft design has always catered to customer needs. For the global aviation industry, original equipment manufacturers (OEMs) such as Boeing and Airbus have all turned to their end users — the airlines — for design inspiration for aircraft models. Airline input leads to incredible and unique aircraft designs with a wide range of capabilities. After the dawn of the jet age, airlines required speed as a key element of their business strategy, leading to designs like the Convair 990 and the Concorde. However, with dramatic increases in operating costs, airlines have opted for increasingly efficient aircraft as a design priority for OEMs. While aircraft and engine technology has changed, a question for pilots and industry experts alike remains: What aircraft designs will be most popular in the future? Jekaterina Shalopanova, Chief Business Officer of Aerviva, provides insight into aircraft design preferences in today’s and tomorrow’s business environment. Aircraft orders of 2023 “To understand what aircraft will be popular in 2040, we can examine order books today to determine preferences in the market,” Shalopanova said. The A321neo outperformed other aircraft in the Airbus catalog, representing 56% of the OEM’s sales of both single-aisle and widebody passenger aircraft that year. Narrowbody aircraft accounted for 1,977 units in Airbus’ order report for 2023, compared to the 342-strong purchase of widebodies. “The Airbus order book of 2023 demonstrates a preference for large, single-aisle aircraft, with the A321neo representing 66% of all narrowbody orders,” Shalopanova said. The A321neo and the smaller A320neo generated commitments for 1,313 and 520 aircraft, respectively, with the A321neo earning commitments from 51 customers, four more than the A320neo. The most recent additions in the European aerospace conglomerate’s order book reflected a desire for the increased efficiency of 220-240 seat aircraft, while Airbus’ widebody A350 received 98 more orders than the A330neo. “These counts reflect the increased range advantages of the A321neo’s potential revenue per seat mile as that design is coupled with lower operating costs than previous variants,” Shalopanova said. The implied market preference among Airbus’ widebody aircraft is oriented toward the A350-900, which accounted for 52% of Airbus twin-aisle aircraft orders, outpacing the similarly sized 787-10 by representing 69% of all orders for commercial aircraft of that size. Boeing’s reporting for 2023 indicated a customer preference for the 737 MAX, which represented 67% of Boeing Commercial Airplanes’ orderbook. The 987 orders for the 737 MAX family show an appetite for efficient narrowbody aircraft with the capability to carry approximately 150-190 passengers. The majority of Boeing customers’ widebody selections were awarded to the 787-9, which garnered 242 commitments compared to 65 for the 787-10 and 116 for the 777X family of aircraft. Customer taste translates to 2040 “While Boeing’s commitment to not diminish crew availability and training in the design of the 737 MAX was aided by sizable increases in comparative efficiencies, the Airbus orders demonstrate clear preferences for specialization in available aircraft capacity options for economies of scope within the aviation industry,” Shalopanova said. “Airbus’ passenger aircraft customers of 2023 showed a tendency toward efficient, long-range single-aisle aircraft with airlines showing a preference for showing the right sized aircraft for every route.” Currently, both Boeing and Airbus deliveries still lag behind pre-pandemic levels. In 2023, Airbus delivered 735 aircraft compared to 863 in 2019. Boeing, for its part, delivered 528 aircraft in 2023 compared to 806 in 2018, with the plane manufacturer experiencing a drop in deliveries in 2019 due to the 737 MAX groundings. Delivery timelines have also been increasingly protracted. For example, Japan Airlines’ recent order of the 787-9 announced at this year’s Farnborough International Airshow won’t see deliveries until 2028. “With such extended timelines for aircraft delivery, one can conclude that the aircraft of 2040 will look much like those of today given customer preference for dependable aircraft that are precisely tailored to perform efficiently for an ever-increasing variety of narrowbody routes,” Shalopanova said. “Certain upsets, including sustainable aviation fuel and the economic cost of aviation stemming from stresses such as supply chain and workforce shortages, could have a larger influence on aircraft orders for the next decade.” There needs to be many adoptions for the commercial use-case of aviation for electric aircraft. To gain traction, electric powerplants still need to be further researched and developed to deliver meaningful range capabilities. As for blended wing body designs, no passenger design currently proposed has generated orders, although NASA’s studies of the concept have garnered support from Boeing. The greatest and simultaneously most likely deviation from the norm is Boom’s Overture, which has commitments from United Airlines for luxury use, but the development of this single-aisle, supersonic type still faces significant challenges. “The preference for today’s longer-range narrowbody aircraft means pilots should be prepared to operate more types of aircraft,” Shalopanova said. “Beyond 2040, the next steps for the industry will include pursuing increased efficiency correlating with higher selectivity for aircraft that airlines can feasibly operate under labour and regulatory constraints of the future.” A380 operations in 2040: An unlikely comeback The first decade of the millennium promised a resurgence in large passenger quad jets such as the A380 and 747-8, while the second decade saw the end of production for both of those types. Although large aircraft types appeared to be going out of favor before the COVID-19 pandemic, the A380 has made somewhat of a recovery in the industry, and airline executives speculating on options to extend the aircraft’s life after Airbus’ CEO of Commercial Aircraft Christian Scherer reiterated that restarting production is not ruled out. “The A380 is a standout case in aviation due to its size,” Shalopanova said. “The double-decker aircraft can offer seating for 525 passengers at the cost of requiring upgrades to airport infrastructure to accommodate it.” The twin-deck Airbus has a wingspan of 79.8 meters and is capable of a maximum take-off weight of nearly 560,000 kg. Operating a four-engine jet is expensive as the powerplants require more fuel and often more maintenance. “Such a massive aircraft made financial sense

The rapid expansion of Indian aviation is set against the backdrop of a critical shortage of qualified AMEs. Traditional training pathways, which typically span 2 to 4 years, are insufficient to meet the burgeoning demand. The industry’s survival hinges on the quality and availability of maintenance and service engineers, underscoring the need for an accelerated and effective training approach.Dhriti Prasanna Mahanta of Teamlease Degree Apprenticeship highlights the current industry situation and suggest various wayout to strengthen the upcoming demand of skilled manpower. India’s aviation sector is soaring as a bellwether of the nation’s economic rise. Fueled by a growing middle class with increasing disposable income, and rising travel demand, the industry is experiencing explosive growth. Passenger and cargo traffic are soaring, prompting airlines to expand routes and the government to invest in new and upgraded airports. This strategic investment translates to impressive economic multipliers, with each unit invested generating a significant 6.1x increase in employment opportunities and a remarkable 3.25x increase in overall economic output. Contributing a substantial 5% to India’s GDP and creating an estimated 4 million jobs, aviation has become a powerful economic engine. However, a storm cloud looms on the horizon: a crippling 17% skilled workforce deficit, projected to balloon to over 25% by year’s end, across key roles including pilots, air traffic controllers, engineers, and maintenance technicians, especially Aircraft Maintenance Engineers (AMEs). The projections indicate a requirement for at least 13,000-15,000 AMEs over the next decade. Leading flight operators in the country have collectively placed orders for approximately 1,200 aircraft, underscoring the escalating demand for skilled professionals to maintain and service these planes. However, the current recognition of the AME course by the Directorate General of Civil Aviation (DGCA) as a certificate course rather than a graduation degree poses a significant challenge. Despite their essential role in ensuring the safety and efficiency of aircraft, AMEs face limitations in career advancement due to the lack of formal degree recognition. An AME, in schools, is certified either in B1 (mechanical-based courses that focus on aircraft systems like airframes, engines, and landing gears) or B2 (avionic-based courses that focus on electrical and electronic equipment, instrumentation, navigation, and radio systems). Even after completing a four-year course, individuals must be trained under an AME before they are allowed to take the lead. According to industry estimates, the country has around 7,000 AMEs in various aircraft Maintenance Repair and Overhaul (MRO) facilities. However, a significant gap exists between the employability skills these schools provide and those demanded by the industry. Unless addressed, this talent drought could significantly impede India’s aviation ambitions. It is imperative for all stakeholders to collaborate in bridging this gap and ensuring the continued efficient operation of this vital sector. Degree apprenticeships can play a crucial role in aligning educational outcomes with industry requirements, providing a practical solution to this pressing issue. Leveraging Degree Apprenticeships to Meet Industry Demands Degree apprenticeships offer a promising solution to the skilled workforce deficit in India’s aviation sector, particularly for roles like Aircraft Maintenance Engineers (AMEs). By combining practical, on-the-job training with formal academic learning, degree apprenticeships enable AMEs to “learn while earning,” gaining both hands-on experience and a recognized degree. This model not only addresses the immediate need for skilled professionals but also fosters career advancement, integrates industry-relevant curriculum, reduces recruitment costs, bridges theory and practice, ensures quality assurance, provides industry networking opportunities, and promotes continuous skill enhancement, ensuring comprehensive development aligned with global standards and industry needs. For example, a degree apprenticeship program could allow AMEs to work at aviation companies while pursuing a degree in aerospace engineering or a related field. Companies benefit by investing in training future professionals tailored to their specific needs, potentially reducing recruitment costs and ensuring a steady pipeline of skilled workers. Moreover, integrating a credit-based framework would enable AMEs to leverage their existing qualifications towards a degree, enhancing their career prospects and meeting industry standards effectively. In addition to degree apprenticeships, aligning training programs with the National Skills Qualifications Framework (NSQF) could further enhance skill development in the aviation sector. The NSQF provides a standardized framework for competency-based education and training, ensuring that qualifications are recognized nationally and internationally. By adopting NSQF-aligned curricula and certifications, AME colleges can improve the employability of graduates and meet the evolving demands of the aviation industry. Enhancing Infrastructure and Industry Collaboration Enhancing infrastructure and updating training facilities are crucial steps to bridge the gap between theoretical learning and practical skills. Industry leaders like IndiGo and Air India are investing in advanced training academies and infrastructure development in India. These initiatives aim to modernize training methodologies, provide state-of-the-art facilities, and offer specialized programs that meet international standards. By integrating a credit-based framework, AMEs can enhance their academic credentials and gain a comprehensive skill set required for career advancement. Implementing qualification modularity allows AMEs to build their education flexibly and step-by-step, aligning with their career goals and industry needs. Additionally, major aircraft manufacturers such as Boeing and Airbus are injecting billions of dollars into the development of aviation infrastructure in India, which includes setting up advanced training facilities and partnering with educational institutions to offer specialized programs. These investments aim to modernize training methodologies and build a robust talent pipeline. By investing in on-the-job training (OJT) and work-integrated learning programs, these companies can ensure that students gain practical experience under the guidance of industry experts, bridging the gap between academic knowledge and real-world application. This proactive approach enhances the employability of graduates and strengthens the overall competitiveness of India’s aviation industry on a global scale. Advocating for Policy Changes Advocating for policy changes is crucial to elevating the status of the AME program. This will ensure that AMEs receive a more holistic education that combines hands-on experience with in-depth theoretical knowledge, facilitates career progression for AMEs, and provides a steady supply of highly skilled professionals to meet the growing demands of India’s burgeoning aviation sector. Given these developments, the intervention of the DGCA has become even more essential. As the

Competitive challenges today push aircraft makers to ‘force’ technology on already reliable and dependent aircraft and that today is leading to lower reliability. The proven dependable and unbreakable 737NG didn’t need to be replaced with the 737MAX, and for practical logic, if the 737NG needed a step up, it should have been the Boeing 757. The logic of “If it ain’t broke don’t fix it” no longer seems to exist in aircraft and engine making, and the theory of New Design Platform is convoluted to the point of reaching dumbed down mans plaining. Mark D Martin of Martin Consulting shares his views on this vantage and critical topic affecting commercial aviation today for Aviation World readers. Famed Indian Spiritualist Shri Chinmoy once said, “Do not blame the world. Find a Solution.” In aviation, the first step to finding a solution is admitting to the problem and Pratt & Whitney (PW) needs to get its act together with taking responsibility for its flawed PW1000G, 1100G and 1524G Geared Turbo Fan (“PW-GTF”), repeal or withdraw the product from the market; or replace it with an improved option, or even better, a whole new clean sheet design engine. Air Tanzania, Air Senegal, Turkish Airlines, IndiGo, Air Asia, Air India, Batik Air, Spirit Airlines, Lufthansa, Jet Blue, Swiss Air, Air Baltic all join with reporting severe design flaws and poor metal quality with the PW-GTF engine and we’re reached a spot today that Airbus itself has made it clear that it would not be accepting anymore Pratt & Whitney Geared TurboFan Engines till PW comes up with a permanent solution. Flawed Design with Engines Today The problems with the PW-GTF engines are real, catastrophic, compromise safety; and near to fatal triggering full-blown emergency landings, teeth rattling vibration, corrosion, separation of fan blades during flight and premature removal of an engine for maintenance at one fourth of PW’s own defined removal time, in addition to metal shavings showing up in the engine oil, cracked metal casings and fractured metal alloys. So much so that the FAA and EASA in order to avert a major mishap or calamitous incident approved the use of mixed engines (something never done ever before in commercial aviation) while banning ETOPS flights (Flights over water that are more than 180 mins). The Indian DGCA in 2019 went a step ahead by grounding Pratt & Whitney GTF Engines in operations with all airlines under its purview. One of its strangest anomalies noted with the PW-GTF (that I am sure a lot of you may have experienced) is a loud, shrill, sharp howling noise that shows up either when the aircraft is taxing to the runway to take off, or noted during landing. What resembles a reported ‘whale-song’ like sound morphs itself into an ear drum shattering loud noise measuring a staggering 12dB just short of landing. For Airlines in India, it has been rough. IndiGo reported nearly five in-flight engine failures during the most critical flight phase, Climb, while shut down and insolvent GoAir reported several compressor stalls collocated with very high vibration, corrosion and engine damage. The PW-GTF problem has been so severe that even the Indian DGCA in 2019 ordered all the affected PW-GTF engines to be replaced, with a rigid deadline. Pratt & Whitney Needs to Discontinue the PW-GTF Immediately It’s time we defined this issue correctly. This isn’t a Lawyer-PR coined “Supply Chain” issue. Supply chain issues occur when a product is superbly reliable, robust, functional and in extreme high demand. PW-GTF issues at the moment plague a Lufthansa, indigo, Swiss Air and Air Baltic as much as it does a Go Air and its high time Pratt & Whitney got mature enough to take a firm step with discontinuing the PW-GTF Series engine for good and airlines in turn switch to another engine option, even if it’s the competition – the CFM iLeap Engine. And to be fair, PW in the past has designed and made some of the finest and most reliable engines such as the PT6A Series, PT6T and PW4084 series that continue to operate and fly to this day without a hitch, glitch or anomaly. In the past I have sworn too on the PW engine’s dependability and reliability. During a time when I supported French Plane Maker Socata (now Daher) in the early 1990s, the iconic single engine TBM-700 and the newer 930 series aircraft rode on the unparalleled reliability of the PT6A Series; an engine so dependable that it actually help convince regulators the world over to approve single turboprop aircraft for passenger transport and charters. For me, the PT6A series did (I must admit) build the strongest impression of how unbreakable Pratt’s engines were. Maybe this was because both the PT6A and PT6T were designed in the 70’s when American design technology peaked and nothing could come even close to it. Not anymore. Witnessing PW’s current attitude with the PW-GTF not just destroys PW’s own credibility with its loyal customer base (including my trust in PW), it does also indicate the engine maker’s surreptitious and sneaky effort to shirk off all its responsibility with resolving the problem. Very unlike the PW we saw in the 80’s, 90’s and early 2000’s. While PW has said that its new updated GTF Advantage version of the A320neo’s PW1100G should address all the previously reported problems with its engine, it would take airlines a long time to rebuild that trust with PW engine, and I don’t think any airline worth its salt would be willing to take such a fool hardy decision by going back to PW. The ‘Boeingfication’ of the world Aircraft Industry Back until the early 90’s, airlines and travelers had a choice of flying the most suited aircraft for its region, route and service category. Types of aircraft were diverse too; we had small, medium, large, regional, short haul, long haul and transcontinental aircraft that offered improved revenue dynamics with the most suited capability deployment. Around the cusp of the 90’s,

By Shobha Kulavil, Vice President and Industry Platform Leader for Aerospace and Defence – India, Capgemini The aviation industry has been spreading its wings with engineering prowess and futuristic innovations. Advanced Air Mobility (AAM) will define the next era of aviation transportation systems globally, built on a collaboration of new-age technologies. India too has boarded the AAM flight as it promises creating a new aerial mobility ecosystem for the country’s unique needs and challenges. Mobility in the air The aviation industry envisions a future combining innovation and sustainability, perfectly blended into the engineering of products and systems. Imagine a vehicle running on electric power to take off, land, and hover vertically without a conventional runway. It doesn’t have to be a figment of imagination anymore. eVTOL (Electric Vertical Take Off and Landing), an emerging concept popularly known as an air taxi or flying taxi, can enable access to difficult terrains. It is an electric aircraft, which can offer quieter, cleaner and environment-friendly transportation. eVTOL has applications beyond air taxis, including emergency transportation, rescue operations, cargo shipping, and many more. For example, e-commerce players can use eVTOL to speed up delivery and reduce cost. Automotive industry understands the first-mover advantage of manufacturing eVTOLs with an approach of a casual mode of mobility in the air. Airline companies are also exploring the launch of air taxis in India, partnering with global eVTOL players. Tech-enabled air mobility Artificial intelligence (AI) and machine learning (ML) can transform the design phase of aviation engineering. ML models can simulate various design scenarios and optimize aerodynamics, material, and structural integrity, allowing engineers to build efficient and robust aircraft. From the sky to the ground, the demand for seamless connectivity cuts across. Advanced satellite technology can help meet future aviation communication, navigation, and surveillance needs. Beyond providing in-flight Wi-Fi connectivity, satellite-based systems ensure flight safety and are crucial for optimizing routes and reducing fuel consumption. Iris, led by the European Space Agency (ESA) in partnership with a US-based communication company, is an Air Traffic Management (ATM) program enabling aircraft to fly more fuel-efficient routes using digital satellite communication. By digitally connecting the ATM ecosystem, pilots and air traffic controllers can collaborate to maximize airspace use and reduce disruptions for passengers. 3D printing can be used for quick and cost-effective prototyping, allowing engineers to validate designs, perform functional testing, and make design iterations in a shorter timeframe. Sustainability engineered According to the International Air Transport Association (IATA), the global airline industry’s carbon emissions in 2024 are expected to be 935 million tons from the consumption of 99 billion gallons of fuel. This requires action at the fundamental level—building fuel-efficient aircraft. Innovations in material science and recycling may be revolutionary for aircraft designs. New sensors and data will incrementally optimize everything—from airflow over the wings to flight routes—on both new and old aircraft designs, improving energy efficiency. It will have an unprecedented impact on global supply chains spanning fuel, material, and manufacturing. The adoption of circular economy practices by automating the inspection process, optimizing lifecycle analysis of aircraft parts, and guiding decisions to extend their lifespan can contribute to the aviation industry’s sustainability goals. The runway of aviation engineering is vast; it is the industry that can safeguard every aspect of taking off and landing. ( Views expressed are personal)

“My mission is to inspire every Indian to reach for the stars and witness the awe-inspiring beauty of our planet from above. Once you experience the vastness of space, your perspective will be forever transformed. If I can convey even a fraction of what I witnessed, my purpose will be fulfilled,” proclaimed Gopi Thotakura. Aviation World Magazine is highly delighted to publish exclusive cover story on Gopi Thotakura, highlighting his remarkable achievement by becoming India’s first civilian astronaut. A Lifelong Dream of Flight “You always gazed skyward, yearning to be among the stars.” Gopi Thotakura’s parents affirm that he perpetually dreamed of flight. He conquered the skies as a pilot and, in May 2024, ventured beyond, becoming an astronaut. Thotakura’s recent voyage aboard New Shepherd was propelled not only by a desire to realize his own aspirations but also to motivate others in India to set their sights higher. “In a nation of over 1.4 billion people, we lacked a civilian Indian presence in space. That has now changed,” asserts Gopi Thotakura. An unwavering passion drew him more than 8,000 miles from his native India to Embry-Riddle Aeronautical University in Daytona Beach. Initially, the university was not on his radar. He commenced flying at age 14 at a flight school in New York during family vacations. An instructor there mentioned Embry-Riddle. After conducting research and receiving encouragement from his father, Gopi resolved to apply and pursue his education at Embry-Riddle, “the Harvard of the Sky.” Despite skepticism from his peers and the challenges of applying to a foreign university, Thotakura remained resolute. “Everyone in my high school insisted I wouldn’t be accepted. They require exceptional grades and are located so far away,” he recalls. After an extended wait, he received the acceptance email. “I thought, is this a prank?” He laughs. But it was genuine, and in 2011, he embarked on his journey as an aeronautical engineering student. Thotakura graduated as class president in 2015, delivering a commencement speech alongside astronaut Nicole Stott (’87). Entrepreneur, Educator, Explorer & Adventurer In 2015, he established an aviation company in India and a non-profit NGO.The later has nurtured and empowered over 500 students to achieve their ambitions of becoming pilots. “At every educational institution I visited, when I inquired about their future aspirations, no one mentioned becoming an astronaut,” he observed. “It’s an excessively lofty dream, too aspirational,” was the prevailing sentiment. However, he understood that dreams are free and that having a visible role model could alter that mindset. He has remained immersed in aviation. Over the years, he engaged in commercial jet flying, bush piloting, aerobatics, seaplane operations, and hot air ballooning. His versatility as a pilot is matched by his contributions to medical aviation. He has completed countless medical air ambulance missions, enhancing emergency medical transportation in the Indian subcontinent. He has worked in India as a pioneer in jet medical transport and rescue, being one of the first individuals to pilot a Learjet across the country and bring Indians back home as a rescue pilot. When on the ground, Thotakura is a Wellness-focused entrepreneur in the Atlanta area. He co-founded Preserve Life Corporation, the world’s first corporate wellness community—a global center for Holistic Wellness and Applied Health. He harbors grand visions for a community that integrates advanced healthcare practices and sustainable living principles to foster healthy, balanced lives. Additional entrepreneurial ventures include serving as Chief Operations Officer for Asian Infrastructure PTE and as Founder of Charlie Foxtrot Aviation. Despite his demanding career, Thotakura is incorporating personal challenges into his agenda. In 2022, he summited Mount Kilimanjaro, demonstrating a combination of determination and a love for outdoor adventure. He plans to scale Everest next. Moreover, he has another extraordinary flight on the horizon—Thotakura intends to orbit the planet and possibly stay aboard the International Space Station (ISS). On a Mission His journey to space was arduous, requiring significant time, effort, and support from numerous individuals, particularly his father. “It wasn’t a solitary endeavour. I must attribute all the credit to my father,” he emphasizes. Despite challenges and setbacks, including a two-year delay to the mission, he remained focused on his objective. His perseverance was rewarded. When he boarded a Blue Origin flight, he carried a piece of India’s spirit and his dreams in the form of his country’s flag and his representation. The flight was not merely a personal achievement but a milestone for his nation. “Now India has a civilian in space. Now you, too, can dream,” he declares.                      ” He also carried items emblematic of his Eagle status from Embry-Riddle” As part of the NS-25 mission, he joined a select crew for a suborbital flight that crossed the Kármán line, Experiencing weightlessness and stunning views of Earth. This mission also highlighted Blue Origin’s commitment to sustainability, with nearly 99 percent of New Shepard’s components being reusable. The sights and sensations of the mission are indelible memories. “The weightlessness was amazing. I could not get out of my seat belt. So people should listen to training—and Blue Origin is meticulous about all its preparation,” says Thotakura. Despite the challenges of adapting to zero gravity, he embraced the experience with enthusiasm. Floating around, doing backflips, throwing some flags! The space flight was a profoundly focusing experience. “It may sound trite, but you see how tiny you are in comparison to this majestic blue ball.” The view from space reinforced his commitment to sustainability and his drive to inspire the next generation. The Shock of Re-Entry Thotakura has been inundated with interview requests and invitations to speak at high schools and colleges. He is a little overwhelmed—but clearly delighted that so much outreach has come from India. “The day news about the mission aired, hundreds, if not a thousand, queries from India flooded in overnight,” he shares. He received messages of gratitude and inspiration, particularly from young people who now see space as a destination within their reach. One message stood out to him: “Congratulations, sir, for opening up