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Boeing 737 Max 8-200 taxiing at an airport during daylight
CargoJul 31, 10:57 AM

IAG Q2 profits fall as Aer Lingus loss and fuel costs weigh; Vueling to get first 737 Max jets

Airline group will keep capacity flat in 2026 but sees strong premium demand and cost-savings for Vueling as it transitions to 737 Max fleet. IAG's operating and net profits fell by a quarter and one-third, respectively, in the April-June period, as a loss-making Aer Lingus and higher fuel costs took a toll. But the group is confident it can deliver a full-year operating margin within its 12-15% target, pointing to the benefits of its transformation programme, "robust" demand, strong balance sheet and recovery of 60% of its additional fuel costs through revenue growth and cost initiatives. IAG's second-quarter operating profit dropped to €1.26 billion ($1.45 billion) from €1.68 billion in the same period last year, while net profit fell to €732 million from €1.13 billion. Revenue stayed relatively flat at €8.88 billion, as fuel costs and emissions charges soared almost 23%. Revenue at IAG Cargo declined 9.4% in the first half, reflecting “reduced capacity resulting from disruption in the Middle East”, says the group. British Airways turned in the strongest performance in the first six months of 2026, with operating profit before exceptional items coming in €61 million higher than the same period last year, reaching €885 million. However, Aer Lingus stood out as the only carrier in the group to report a first-half operating loss. IAG attributes this to "the combination of additional fuel costs and lower passenger revenues linked to competition on North Atlantic routes". Aer Lingus cuts Aer Lingus said earlier this month it would reduce capacity by 6% later this year , axe three US routes and cut jobs amid increased transatlantic competition. Speaking on IAG's first-half earnings call on 31 July, Aer Lingus chief executive Lynne Embleton said she was confident the carrier could eventually reach the group's 12-15% margin goal and attract investment for new aircraft, but it would take time. "As part of this group, if we want investment we need to be at 12-15% as well," says Embleton. "We do believe we can get to the 12% operating margin – some steps are quicker than others. We believe we can take cost action quickly but we believe the impact from things like premium economy and the business investment will take a little longer to come through. "If we can demonstrate that we're getting our house in order and we can get very close to that investable margin then I'd hope that new-generation aircraft would lift us over the hurdle, because there are certainly efficiencies from having new-generation aircraft." She adds: "We do believe we can get there – we don't think it's an immediate solution but there's certainly a pathway that we believe we can give confidence to the group." Vueling prepares to take first 737 Max jets IAG will take delivery of 13 aircraft in the second half of this year – including the first three Boeing 737 Max 8-200 jets that will begin low-cost unit Vueling's transition to an all-Boeing narrowbody fleet . "We are looking forward to the first of 60 737 deliveries to Vueling at the end of the year," said IAG chief executive Luis Gallego during the earnings call. Transitioning to the 737 Max will deliver a "significant" reduction in cost at Vueling, adds Gallego, noting that it will be "the first low-cost carrier in Europe" to offer SpaceX's Starlink in-flight wi-fi service, which will be installed on the new jets. The other aircraft deliveries planned for this year include six Airbus A320neos, six A321neos and two Boeing 787-10s. IAG received three aircraft in the first half of the year – one A320neo and two A321XLRs. It is due to receive the last A321XLR from its firm orderbook "soon", says Gallego, but it holds options on more of the type, and is "considering if we want to have more aircraft and where". Full-year capacity across IAG is expected to be flat, after coming in 0.1% lower year-on-year in the first half as a result of being forced to suspend Middle East routes. "Growth was lower than the original plan of approximately 2.5%, linked to cancellations due to the conflict in the Middle East, together with aircraft availability linked to engines," says IAG. The airline group is seeing some "softness" in the intra-European market, but points to strong premium demand – particularly on transatlantic routes – which is helping it recapture 60% of its additional fuel costs. IAG is 70% hedged for the remainder of this year and 40% hedged in 2027. The group says demand remains "robust" and 57% of its second-half revenue is booked, which Gallego says is "in line with last year".

Top stories right now

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  3. 03
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    WestJet Flight Attendants Issue Strike Notice Over Unpaid Ground Work Dispute

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Airbus A350-1000 taxiing at night with cabin lights on, showing economy seating design
AirlinesJul 31, 12:00 AM

Philippine Airlines Debuts 10-Abreast Economy on Ultra-Long A350-1000 Flight

I recently flew on Philippine Airlines' (PAL) Airbus A350-1000 in economy on an ultra-long-haul flight, and it was pretty good. Now, I'm not usually 'the trip report guy', because I primarily fly in economy and I don't have much to say about my travels. I generally feel like economy is good enough for me, and I can find a way to have fun on almost any flight because I really enjoy flying. This, however, is a unique case because we're talking about a full-service airline installing ten-abreast economy seats on an A350, and I traveled on this aircraft from New York to Manila.

Boeing 737 Max 10 aircraft during flight test at Boeing Field
Aviation SafetyJul 30, 9:01 PM

Boeing Completes Final 737 Max 10 Certification Flight Test Ahead of Year-End Approval

Company expects to achieve the Max 10’s certification this year. Boeing has completed its final planned 737 Max 10 certification flight test, a milestone the airframer says puts it on track to meet its goal of achieving the type’s regulatory approval before year-end. “With flight testing complete, the programme now shifts to closing the remaining development assurance reviews and system safety assessments, and submitting final deliverables”, the company said to the US Federal Aviation Administration on 28 July. Boeing is working on the 737 Max 10’s certification programme alongside that of the Max 7 – the two variants of the twinjet that have yet to enter service. The manufacturer has said it expects to secure the Max 7’s approval this summer, followed by the Max 10’s clearance sometime this year. It expects to begin delivering both types next year. The final Max 10 certification flight involved an “interiors evaluation to confirm audibility of the lavatory smoke detector and cabin speaker system”, Boeing says. The jet took off and returned to King County International airport – Boeing Field. The company used three Max 10s for the type’s flight-test programme, logging some 2,060 flight hours. Those flights let Boeing evaluate two design changes : an updated engine anti-ice system and an “enhanced” angle of attack (AoA) system. Boeing redesigned the anti-ice system to prevent a problem involving engine inlet inner barrels overheating in some circumstances. It added "turbulators" on the forward fan cases ahead of the Max's twin CFM International Leap-1B engines. Those devices make air entering the engine swirl, drawing in cooler air and reducing temperatures, Boeing vice-president of 737 development Chris Payne said on 8 July. The enhanced AoA is intended to keep pilots from facing information overload in cases where one of the Max’s two AoA sensors fail – a factor contributing to two 737 Max crashes in 2018 and 2019. The new AoA system simplifies "flight deck effects" by identifying AoA faults, inhibiting stick shake and displaying a simple message to pilots: "AoA Fault", Payne said. All Max models, including aircraft in service, will eventually have both updates.

WestJet aircraft parked at airport gate under cloudy sky with flight attendants walking nearby
SustainabilityJul 30, 4:44 PM

WestJet Flight Attendants Issue Strike Notice Over Unpaid Ground Work Dispute

Flight attendants at Canada’s second-largest airline, WestJet, have issued the Calgary-based carrier a 72-hour strike notice over a raging dispute over crew members being forced to work ‘for free’ after months of contract negotiations ended in an impasse between the airline and the Canadian Union of Public Employees (CUPE). Earlier this month, more than 4,000 WestJet flight attendants overwhelmingly backed strike action if the airline refused to pay them for the time that they are at work but not actually flying. Over 99.4% of flight attendants voted to support a walkout on a turnout of 97.3% of CUPE members. Under Canadian law, the union then had to enter into a 21-day cooling-off period, meaning that the earliest date that crew members can stage a crippling strike is August 2. At the heart of the dispute is the fact that traditionally, flight attendants in Canada have only been paid during the time that the plane is in motion, from the point that the aircraft pushes back from the gate to when it arrives at its destination. That means that flight attendants are effectively ‘working for free’ during boarding, which is often seen as one of the busiest and most stressful parts of the job. If a flight is delayed on the ground, flight attendants have to continue working without pay. The so-called ‘block hours’ approach to paying flight attendants was, until only recently, the dominant pay structure for flight attendants across North America. That, however, began to change in 2022, when Delta Air Lines became the first major carrier to offer ‘boarding pay’ at 50% of the usual flying pay rate. In the last few years, a slew of other carriers have followed suit, including American Airlines, United Airlines, Alaska Airlines, and several smaller regional carriers. Last Summer, flight attendants at Air Canada also secured boarding pay for the first time after a messy walkout, which flight attendants continued even after the government attempted to order crew members back to work. The CUPE union has warned the Carney government not to intervene and “respect the collective bargaining process between WestJet and its flight attendants.” In a statement issued on Thursday, Alia Hussain, President of the local CUPE 8125 union, which represents WestJet flight attendants, said: “We have been clear about what needs to change, and we have worked hard to reach a fair deal.” “The strike notice does not mean flight attendants want to go on strike. CUPE 8125 has been clear throughout negotiations that its goal is to reach a fair agreement without disrupting passengers or the travelling public,” the statement continued. “There's still time to avoid a strike,” Hussain added. “We want a fair contract for our members that recognizes the value of flight attendants' work and recognizes our position as employees of the second-largest carrier in Canada.” Hussain is calling on WestJet to re-enter into negotiations and reach a deal. If one cannot be reached, however, passengers should expect widespread disruption. In response to the strike notice, WestJet has issued its own 72-hour lockout notice. What that means is that flight attendants will be prevented from attending to work, even if they want to, cutting them off from pay. The other consequence of a lockout notice is that WestJet will not be able to operate. No flight attendants will be able to work, and the airline will have no other option but to ground its entire fleet, leaving tens of thousands of passengers stranded. “The decision to issue a lockout notice, in response to the actions taken by the union, was not one that was made lightly. We sincerely regret the inconvenience and uncertainty this continues to cause for our guests," commented WestJet chief executive Alexis von Hoensbroech. “Our commitment remains at the bargaining table, where we will continue to work around the clock to come to an agreement that provides value and meaningful improvements for our Cabin Crew and is sustainable for our company,” von Hoensbroech added. The amount of time that WestJet has to reach a deal is, in reality, less than 72 hours. If a deal can’t be reached in the next day or so, the airline will have to start activating plans to bring planes back to their respective bases before the strike starts. Without a deal, the only way that mass disruption can be avoided is if the government intervenes and orders flight attendants to turn up to work. However, as we saw last summer, Air Canada flight attendants and their union leaders were willing to disregard that order, risking jail time. Air Canada flight attendants secured boarding pay at an initial 50% of the normal pay rate, rising to 60% in 2026, 65% in 2027, and then topping out at 70% in 2028.

Air France-KLM aircraft at Lisbon airport with maintenance hangar in background under clear sky
MRO/MaintenanceJul 30, 9:54 AM

Air France-KLM and Lufthansa submit binding bids for minority stake in TAP Air Portugal

Both Air France-KLM Group and Lufthansa Group have now submitted binding offers to acquire a minority stake in TAP Air Portugal following on from their non-binding bids in April 2026. On July 29, 2026, Air France-KLM was first out of the starting blocks confirming that its offer was for a 44.9% to 49.9% stake in TAP Air Portugal . Later, Lufthansa showed its cards and announced that it too had submitted a bid for a minority stake in the Portuguese airline. In its statement, Air France-KLM stated that it had a "comprehensive strategic plan to strengthen TAP, with detailed projections of job and value creation throughout Portugal". If selected, Air France-KLM said it would "position Lisbon as its unique Southern European hub" and partner Delta Air Lines, which publicly supports the bid, said if successful the US carrier "would promptly commence negotiations with TAP on a strategic commercial agreement involving". KLM Air France-KLM also emphasized plans to develop new Maintenance, Repair and Overhaul (MRO) activities in Portugal, generate highly skilled jobs and increase Portuguese connectivity. Lufthansa said that its offer " goes beyond a financial investment" with the carrier having "been active in Portugal for more than 70 years". The company employs over 500 skilled professionals in the country and with its new Lufthansa Technik facility in Santa Maria da Feira that figure is expected to rise to 1,000 by 2030. The German firm added that it is "presenting an offer that combines strategic, industrial, social, and financial aspects". Lufthansa also argued that it has already successfully developed national airlines such as SWISS, Austrian Airlines, Brussels Airlines, and most recently ITA Airways. What are the next steps in the process? TAP Air Portugal is owned wholly by the Portuguese state with the country's investment company, Parpública managing the bidding process. On July 29, 2026, Parpública set out the next steps that will be undertaken following the binding offers being received from Air France-KLM and Lufthansa. Parpública confirmed that it received two binding bids from the two parties invited to do so following the completion of the second stage of the process. Ian Dewar Photography / Shutterstock.com In a statement, Parpública said it will now prepare a report that provides a detailed description of the proposals received. The report will be submitted to the members of the government responsible for finance and air transport within 30 days. That deadline can be suspended if clarification is needed from either of the bidders regarding their proposals. What happens next is based on 'Article Four' of the Resolution of the Council of Ministers No. 141-B/2025, published on September 29, 2026. Under the article, Air France-KLM and Lufthansa will be issued draft agreements to sign if they ultimately win the bidding contest. The two companies will take part in sessions to discuss their bids and provided with equal opportunities for discussions. Air France Parpública may refuse interactions if they are not genuinely intended to help with the purposes of the process. Any exchanges between Parpública and the bidders during the information gathering phase can be formally documented, and form part of the final offers. Air France-KLM and Lufthansa are allowed to conduct due diligence by meeting TAP's management and visiting the airline's operations. Any information shared must remain confidential. The Portuguese government is selling a 44.9% stake in TAP, with an additional 5% earmarked for employees. What Benjamin Smith, CEO of Air France-KLM Group, said Smith said that over the past three years "our teams have worked closely with Portuguese stakeholders to come up with our strongest proposal for TAP". "What we have submitted today is not just the proposed price for an airline. It is a strategic, extensive, and comprehensive long-term plan for TAP and for Portugal as a whole. It is also a vision of where we would like to take this esteemed flag carrier, expanding on the legacy of what has been built by TAP's talented people over the past 81 years," Smith explained. The CEO said he was pleased to "count on the support and alignment" of its long-term partner Delta Air Lines and its leader Ed Basitian. Smith added: "Our overarching goal to ensure long-term growth for TAP, not only in Lisbon but also in Porto and other cities in Portugal, and to do so sustainably, as part of a robust and international group determined to bring value to its airlines' home countries. Through this offer, Air France-KLM reaffirms its commitment to create a European global aviation champion, actively supporting European sovereignty." What Carsten Spohr, CEO of Lufthansa Group, said In his statement, Spohr said that the Lufthansa Group "stands for a long-standing, trusted, and strategic partnership with Portugal". "For decades, we have been investing in Portugal, creating and securing skilled jobs, and connecting the country with Europe. Our interest in taking a stake in our Star Alliance partner TAP Air Portugal is the next logical step. We want to strengthen Portugal's national airline as part of the Lufthansa Group and as the leading airline for the South Atlantic, with Lisbon as a strategic hub," Spohr explained. He added: "With SWISS, Austrian Airlines, Brussels Airlines, and ITA Airways, we have demonstrated how the European integration of our Lufthansa Group secures prospects and growth for our home markets and hubs." RELATED ANA increases Embraer order to include eight additional E190-E2 aircraft

Airlines

More Airlines →
JetBlue Airbus A321neo taxiing with Mint Studio branding visible on the aircraft interior at an airport during daylight
AirlinesJul 31, 3:00 AM

JetBlue's Mint Studio Emerges As Premier Transcon Business Class Amidst Competitive Pricing

JetBlue Airways has spent years refining its premium offering, and while most discussions about premium transcontinental travel focus on whether JetBlue can compete with legacy airlines, the real story is happening in the very front row of the Airbus A321neo . With just two Mint Studio suites available on each aircraft, the product combines exclusivity with a surprisingly approachable pricing strategy that has steadily built a loyal following among frequent travelers.

Airbus A350-1000 taxiing at night with cabin lights on, showing economy seating design
AirlinesJul 31, 12:00 AM

Philippine Airlines Debuts 10-Abreast Economy on Ultra-Long A350-1000 Flight

I recently flew on Philippine Airlines' (PAL) Airbus A350-1000 in economy on an ultra-long-haul flight, and it was pretty good. Now, I'm not usually 'the trip report guy', because I primarily fly in economy and I don't have much to say about my travels. I generally feel like economy is good enough for me, and I can find a way to have fun on almost any flight because I really enjoy flying. This, however, is a unique case because we're talking about a full-service airline installing ten-abreast economy seats on an A350, and I traveled on this aircraft from New York to Manila.

Boeing 737 MAX 8 taxiing on an airport taxiway during daytime
AirlinesJul 30, 6:00 AM

US-Bangla Airlines to Double Fleet with $1.5B Boeing Order

US-Bangla Airlines, Bangladesh’s leading private carrier, has formally announced the acquisition of 21 Boeing aircraft in a deal valued at approximately $1.5 billion. ezstandalone.cmd.push(function () { ezstandalone.showAds(119); }); This marks the largest single fleet expansion in the airline’s history and a significant milestone for Bangladesh’s aviation sector. The order includes 15 narrowbody Boeing 737 MAX 8 aircraft and six Boeing 737-800s. Deliveries are scheduled to conclude by the end of 2027. ezstandalone.cmd.push(function () { ezstandalone.showAds(127); }); The aircraft will be sourced through lease agreements with five international leasing companies. This move will nearly double US-Bangla’s current fleet of around 25 aircraft to approximately 46 planes. Strategic Growth and New Routes The expansion supports US-Bangla’s ambition to strengthen its regional presence and transform Dhaka, Chattogram, and Sylhet into key aviation hubs. ezstandalone.cmd.push(function () { ezstandalone.showAds(128); }); The new fuel-efficient jets will enable increased frequencies on existing routes and the launch of services to new destinations across South Asia, Southeast Asia, East Asia, and the Middle East. Planned cities include Bengaluru , Hyderabad, Colombo, Kathmandu, Beijing, Penang, Kuwait, and Madinah, subject to regulatory approvals. ezstandalone.cmd.push(function () { ezstandalone.showAds(129); }); Managing Director Mohammad Abdullah Al Mamun emphasised the broader vision. “This investment represents much more than fleet expansion. It reflects our long-term goal to evolve US-Bangla into a fully integrated global aviation group.” The airline is also investing in technology, maintenance, cargo, catering, and infrastructure. As part of workforce development, US-Bangla plans to sponsor training for 200 pilots and 100 certified aircraft maintenance engineers. This initiative will create hundreds of direct and indirect jobs while building skilled aviation professionals in Bangladesh. Photo Credit: Md Shaifuzzaman Ayon, CC BY-SA 4.0, via Wikimedia Commons Economic Impact and National Ambitions The announcement was made at the “Beyond with Boeing” event in Dhaka on July 29, 2026. It was attended by senior Bangladeshi government officials, U.S. Embassy representatives, Boeing executives, and leasing partners. ezstandalone.cmd.push(function () { ezstandalone.showAds(130); }); Speakers highlighted how the investment aligns with Bangladesh’s goal of becoming a regional aviation hub, supported by infrastructure upgrades like the new third terminal at Hazrat Shahjalal International Airport. Bangladesh’s international air travel market is estimated at $5.8 billion annually. However, foreign carriers currently dominate, leading to significant foreign currency outflow. By boosting local capacity, US-Bangla aims to capture more market share, promote tourism, enhance trade, and retain more revenue domestically. ezstandalone.cmd.push(function () { ezstandalone.showAds(131); }); This expansion complements the government’s earlier agreement for 14 Boeing aircraft for the national carrier Biman Bangladesh Airlines. Boeing Vice President Paul Righi welcomed the partnership, noting the aircraft will deliver improved fuel efficiency, reliability, and passenger comfort. These are key advantages for medium-haul operations in a competitive region. Future Outlook Founded in 2014, US-Bangla has grown rapidly into Bangladesh’s largest private airline by fleet size. The addition of these next-generation narrowbodies positions the carrier for sustained growth. ezstandalone.cmd.push(function () { ezstandalone.showAds(132); }); Longer-term plans include widebody aircraft for potential long-haul services to Europe, North America, and beyond. This bold investment comes at a time of rising air travel demand in South Asia. It underscores private sector confidence in Bangladesh’s economic trajectory and aviation infrastructure development. With strong on-time performance and a commitment to modernization, US-Bangla is well-placed to connect Bangladesh more effectively with the world while contributing to national economic goals. ezstandalone.cmd.push(function () { ezstandalone.showAds(133); });

Business Aviation

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De Havilland DHC-515 water bomber undergoing assembly at Calgary facility
Business AviationJul 27, 2:48 PM

De Havilland to begin final assembly of DHC-515 water bomber with 2028 delivery target

Assembled in Calgary, the DHC-515 is a modernised variant of the prior CL-415 water bomber. De Havilland Canada is marching toward an expected 2028 delivery of its first DHC-515 water bomber, with much of the aircraft already manufactured and final assembly expected to start this year. “The mid…and the forward fuselage [sections] have been put together,” De Havilland vice-president of corporate affairs Neil Sweeney said on 21 July at the Farnborough air show. “It’s on track for delivery in 2028.” Also on that day De Havilland released a video showing major airframe components being assembled at the company’s Calgary site. Workers have joined the first aircraft’s cockpit to its hull (forming the forward fuselage), and the mid-fuselage “is now being integrated with the forward fuselage”. De Havilland has also completed production of the first DHC-515’s 28.6m (93.8ft)-span wing box. “It’ll be moved over to final assembly, I think, by the end of the year, and then we’ll start to do test flights next year,” Sweeney says. The twin Pratt & Whitney Canada (P&WC) PW100-powered DHC-515 is an update to the prior CL-415, itself a sibling in a CL-series product line starting with the 1960s-era piston-powered CL-215. Long-defunct Canadair launched the programme before it was taken over by Bombardier, which produced the CL-415 in Montreal until shuttering the line in 2015. Then in 2016, Viking Aircraft – a subsidiary of Longview Aviation Capital, which also owns De Havilland – acquired the CL programme. Longview later moved the programme from Viking to De Havilland, which set up a DHC-515 assembly site in Calgary. Development is several years behind an original schedule but De Havilland has since 2024 been working toward the 2028 first-delivery goal. Roughly 80 of the prior variant CL-415s remain in service, according to fleet data provider Cirium. Source: De Havilland Canada The DHC-515 differs from the CL-415 in having modern Garmin G300 avionics, a new “water-drop control system”, improved corrosion protection and a new air conditioning system, the company has said. It will cruise at up to 187kt (346km/h), carry up to 6,140 litres (1,620gal) of water and be capable of filling its tanks within 12sec by performing an in-flight scooping manoeuvre over lakes and other water bodies. Alternatively, the DHC-515 can carry 680 litres of firefighting foam. De Havilland has also pitched the aircraft as suitable for surveillance, maritime patrol and medevac missions. The company holds orders for 38 of the aircraft, says Sweeney. That figure is up from about 20 two years ago. Buyers include state authorities in Croatia, Greece, France, Indonesia, Italy, Portugal and Spain.

Bombardier Challenger 3500 business jet on taxiway with clear sky background
Business AviationJul 27, 1:52 PM

Bombardier delivers 200th Challenger 3500 jet to Ferrari heir Piero Ferrari

Bombardier has delivered its 200th Challenger 3500 executive jet to Piero Ferrari, the son of Italian icon Enzo Ferrari who founded the luxury carmaker. On July 27, 2026, Bombardier said the delivery brings together one of business aviation's "most successful super-midsize jets" with one of the world's most renowned names in mobility, design, and craftsmanship. According to Bombardier, Piero Ferrari, who is the Vice Chairman of Ferrari , will use his new Challenger 3500 to travel to Formula One races and other business engagements. Pierro Ferrari is often cited as one of the richest people in Italy and it understood to own around 10% of the company built by his father. Enzo Ferrari passed away in 1988. "Delivering the 200th Challenger 3500 jet is a defining milestone for Bombardier and a powerful testament to the aircraft's remarkable success in the super-midsize segment," David Murray, Executive Vice President, Manufacturing, IT and Bombardier Operational Excellence System, said. MarcussFA14 / Shutterstock.com He continued: "We are especially proud to mark this milestone with Mr. Piero Ferrari and thank him for the confidence he has placed in Bombardier." The 200th Challenger 3500 was delivered just four years after its entry into service in 2022. Bombardier claims that "since its first full year of deliveries in 2023, the aircraft has out delivered every other business jet model in the medium and heavy categories". "The Challenger 3500 jet has quickly established itself as a category leader, and we look forward to building on that momentum," Murray added. The Bombardier Challenger 3500 is proving very popular with fleet operators after recent firm commitments from BOND, NetJets and VistaJet. RELATED Bombardier wins $1.18B Vista order for 40 jets, may rise to $4B with options

Boeing 737 MAX 8 and Airbus A320neo side by side at an airport apron under daylight.
Business AviationJul 27, 10:00 AM

Boeing 737 vs Airbus A320: Which Narrowbody Costs Less Per Seat for Airlines?

Selecting a narrowbody fleet to carry an airline through its plans tends to always end up focusing on fractional cost extraction. Airlines routinely analyze operational data points down to thousandths of a cent to determine whether the Boeing 737 or the Airbus A320 family yields the most favorable bottom-line performance. Marketing materials claim clear structural supremacy, but real-world line operations demonstrate an incredibly balanced competitive environment.

Aviation Safety

More Aviation Safety →
Boeing 737 Max 10 aircraft during flight test at Boeing Field
Aviation SafetyJul 30, 9:01 PM

Boeing Completes Final 737 Max 10 Certification Flight Test Ahead of Year-End Approval

Company expects to achieve the Max 10’s certification this year. Boeing has completed its final planned 737 Max 10 certification flight test, a milestone the airframer says puts it on track to meet its goal of achieving the type’s regulatory approval before year-end. “With flight testing complete, the programme now shifts to closing the remaining development assurance reviews and system safety assessments, and submitting final deliverables”, the company said to the US Federal Aviation Administration on 28 July. Boeing is working on the 737 Max 10’s certification programme alongside that of the Max 7 – the two variants of the twinjet that have yet to enter service. The manufacturer has said it expects to secure the Max 7’s approval this summer, followed by the Max 10’s clearance sometime this year. It expects to begin delivering both types next year. The final Max 10 certification flight involved an “interiors evaluation to confirm audibility of the lavatory smoke detector and cabin speaker system”, Boeing says. The jet took off and returned to King County International airport – Boeing Field. The company used three Max 10s for the type’s flight-test programme, logging some 2,060 flight hours. Those flights let Boeing evaluate two design changes : an updated engine anti-ice system and an “enhanced” angle of attack (AoA) system. Boeing redesigned the anti-ice system to prevent a problem involving engine inlet inner barrels overheating in some circumstances. It added "turbulators" on the forward fan cases ahead of the Max's twin CFM International Leap-1B engines. Those devices make air entering the engine swirl, drawing in cooler air and reducing temperatures, Boeing vice-president of 737 development Chris Payne said on 8 July. The enhanced AoA is intended to keep pilots from facing information overload in cases where one of the Max’s two AoA sensors fail – a factor contributing to two 737 Max crashes in 2018 and 2019. The new AoA system simplifies "flight deck effects" by identifying AoA faults, inhibiting stick shake and displaying a simple message to pilots: "AoA Fault", Payne said. All Max models, including aircraft in service, will eventually have both updates.

WestJet aircraft on tarmac with flight attendants preparing for boarding at sunset
Aviation SafetyJul 30, 7:00 AM

NDP Supports WestJet Flight Attendants Amid Rising Public Backing Over Pay Dispute

As WestJet cabin crew represented by CUPE 8125 prepare for possible strike action as early as August 2, 2026, Canada’s New Democratic Party is urging the Liberal government to respect workers’ constitutional right to strike. ezstandalone.cmd.push(function () { ezstandalone.showAds(119); }); The union and its allies are calling for fair wages, an end to unpaid labour, and meaningful negotiations without government intervention that could undermine the process. In a letter to Minister of Jobs Patty Hajdu, NDP Labour Critic Don Davies and MP Leah Gazan emphasized the importance of protecting collective bargaining rights. ezstandalone.cmd.push(function () { ezstandalone.showAds(127); }); They referenced last summer’s events at Air Canada, where the government moved quickly to end a CUPE flight attendants’ strike after just 12 hours. The NDP warns against repeating what they call a “right to strike violation” through tools like Section 107 of the Canada Labour Code. ezstandalone.cmd.push(function () { ezstandalone.showAds(128); }); Strong Public Backing Revealed in New Survey A fresh Abacus Data survey shows Canadians firmly stand with the WestJet flight attendants. Conducted July 17-19 among 1,500 adults, the poll found 64% support the workers in their dispute with WestJet, while only 11% back the airline. Even stronger sentiment exists around the core issue: ending unpaid work. More than eight in ten Canadians (84%) agree flight attendants should receive pay for all work-related duties, including boarding, deplaning, delays, and safety checks. ezstandalone.cmd.push(function () { ezstandalone.showAds(129); }); Nearly two-thirds (65%) believe WestJet can afford higher pay, and just 14% think the company’s current offer is its best reasonable effort. Support jumps higher among WestJet customers, with 83% backing potential strike action to secure a fair deal. Canadians also view the union’s key priorities as reasonable: 85% support paying flight attendants for all work performed 81% back keeping wages aligned with inflation 82% favour better scheduling and fatigue protections 76% endorse raising pay to reflect the critical safety role of cabin crew ezstandalone.cmd.push(function () { ezstandalone.showAds(130); }); Photo Credit: Mitchul Hope, CC BY-SA 2.0, via Wikimedia Commons Alia Hussain, President of CUPE 8125 , which represents over 4,400 WestJet cabin crew, highlighted the simplicity of the ask. “The public understands what this fight is about: basic fairness,” she said. “Flight attendants are asking to be paid for all of the work they do. Canadians know that if you work, you should be paid for that work. It’s that simple.” Union Prepared but Prefers Negotiation CUPE 8125 members delivered a powerful message through their strike vote on July 15: 99.4% voted yes with 97.3% turnout. ezstandalone.cmd.push(function () { ezstandalone.showAds(131); }); While the union remains committed to reaching an agreement at the bargaining table and does not want to strike, members are ready to act if necessary to end unpaid work and achieve fair conditions. Hussain called on WestJet to return to bargaining with serious proposals. “WestJet has a choice,” she stated. “It can continue asking flight attendants to work for free, or it can do the right thing and negotiate a fair agreement that recognizes the essential safety work flight attendants do every day. Canadians have made it clear where they stand. We hope WestJet and the federal government are listening.” The NDP echoes this position. MP Davies noted that government intervention tilts the balance toward corporate interests. ezstandalone.cmd.push(function () { ezstandalone.showAds(132); }); MP Gazan, sponsor of Bill C-247 to repeal Section 107, stressed that the right to strike is protected under the Charter and international law. The party urges the Liberals to avoid siding with executives over workers seeking liveable wages and fair treatment. Implications for Travellers and Workers Flight attendants perform vital safety roles while often facing demanding schedules, fatigue risks, and unpaid time on the ground. Many earn effectively below minimum wage when accounting for all hours worked. Resolving these issues through good-faith bargaining could improve worker retention, safety standards, and passenger experience. ezstandalone.cmd.push(function () { ezstandalone.showAds(133); }); With peak summer travel underway, a strike could disrupt flights during the busy August long weekend. However, the union stresses its goal has always been a negotiated settlement that minimizes impact on travellers. Public opinion appears to recognize that fair treatment for essential workers ultimately benefits everyone in the aviation industry. As negotiations continue in the cooling-off period, all eyes are on WestJet and the federal government. ezstandalone.cmd.push(function () { ezstandalone.showAds(134); }); Canadians have voiced their clear preference through the survey: support flight attendants in securing pay for all work and a contract that values their contributions.

Airbus A320neo taxiing at Amsterdam Schiphol Airport amid evening light
Aviation SafetyJul 29, 5:30 AM

Schiphol Invests Record €801 Million as Quiet Aviation Gains Momentum in 2026

Amsterdam Airport Schiphol has reported strong progress in the first half of 2026, marked by a record €801 million investment in airport quality—the highest amount ever spent in a six-month period. ezstandalone.cmd.push(function () { ezstandalone.showAds(119); }); Despite challenges from geopolitical tensions and weather disruptions, the airport group demonstrated resilience while advancing sustainability goals. Royal Schiphol Group, which includes Schiphol, Eindhoven Airport, and Rotterdam The Hague Airport, handled 37.3 million passengers across its Dutch airports. This marks a modest 0.3% increase compared to the same period in 2025. Schiphol itself welcomed 32.7 million travellers. ezstandalone.cmd.push(function () { ezstandalone.showAds(127); }); Although passenger numbers at the main hub dipped slightly, the average number of passengers per flight rose. This trend reflects airlines using larger aircraft, supporting future growth without a proportional increase in flight movements. Fewer Flights but Stronger Connectivity Total flights across the group reached 250,788, a 3% decline from the previous year. Schiphol accounted for 223,597 movements. Severe winter weather caused early disruptions, while the conflict in the Middle East and soaring kerosene prices added pressure on airline operations. ezstandalone.cmd.push(function () { ezstandalone.showAds(128); }); In response, Schiphol offered temporary discounts on airport charges to protect international routes and maintain connectivity. This measure helped traffic recover in the second quarter, though it reduced revenue by €37 million. The Netherlands retained excellent global links through Schiphol, with direct connections to 301 destinations, including 122 intercontinental routes. ezstandalone.cmd.push(function () { ezstandalone.showAds(129); }); New airlines joined the network, such as FlyOne Armenia, LATAM Airlines Brasil, and Vietnam Airlines , while fresh destinations in Armenia, Montenegro, and Vietnam were added. Cargo volumes at Schiphol grew 10% to 0.8 million tonnes, showing robust freight performance. Photo Credit: Ikreis, CC BY-SA 4.0, via Wikimedia Commons Record Investments for a Better Airport Experience Schiphol is investing heavily to renew its infrastructure. The €801 million spent in the first half aligns with a broader €10 billion plan for 2025–2035. Key projects included overdue maintenance, completion of the A Pier, expanded electricity capacity for electrification, and a major €317 million agreement with KLM for building relocations under the Schiphol Centre Master Plan. ezstandalone.cmd.push(function () { ezstandalone.showAds(130); }); These upgrades aim to improve passenger comfort, safety, and efficiency. The group is also preparing Lelystad Airport for commercial operations starting November 2027, with €35–40 million allocated for this development. On the workforce side, Schiphol introduced a new security model with fewer companies and announced changes to baggage and aircraft handling to boost service quality and working conditions. Financially, the group posted a solid underlying net result of €215 million, nearly matching the previous year’s €214 million. Revenue grew 5.6% to €1,333 million. ezstandalone.cmd.push(function () { ezstandalone.showAds(131); }); However, cash flow after investments turned negative at €464 million due to the heavy capital expenditure. Schiphol successfully issued €500 million in bonds to fund its ambitious programme. Photo Credit: Amsterdam Schiphol Airport Quieter Skies: Progress on Noise Reduction One of the standout achievements is the continued shift toward quieter aviation. In the first half of 2026, 38% of aircraft at Schiphol belonged to the two quietest charging categories—up from 29% in the same period of 2025. Schiphol’s differentiated tariffs, which reward quieter planes and discourage noisier night operations, are driving this positive change. ezstandalone.cmd.push(function () { ezstandalone.showAds(132); }); Independent measurements confirm the improvement. Average noise levels around the airport dropped about 2 decibels compared to 2018. Newer aircraft models, such as the Airbus A320neo family and Boeing 787 Dreamliner, produce significantly less noise—often 3 to 5 decibels quieter on departure than older types. A 3-decibel reduction effectively halves the perceived sound level. CEO Pieter van Oord highlighted the dual focus. “We are renewing our infrastructure and improving the passenger experience and working conditions. At the same time, we are working hard to make the airport quieter and cleaner.” ezstandalone.cmd.push(function () { ezstandalone.showAds(133); }); He noted that a new Airport Traffic Decree will support future-proof aviation in balance with local communities. CFO Robert Carsouw added that balancing affordability and connectivity remains key, especially amid uncertainty. “Strong finances remain essential to renewing Schiphol and ensuring it continues to create value for the Dutch economy.” Looking Ahead Schiphol expects passenger numbers to reach at least 90 million annually by 2050, even with controlled flight movements. By focusing on quality, sustainability, and connectivity, the airport group is positioning itself as a world-class hub that serves travellers, businesses, and the Netherlands effectively. ezstandalone.cmd.push(function () { ezstandalone.showAds(134); }); This first-half performance shows Schiphol’s commitment to long-term excellence despite short-term headwinds. With substantial investments underway and a clear push toward quieter, more efficient operations, the airport is building a stronger foundation for the future.

Flight Training

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United Airlines Boeing 777 parked at an international airport with crew boarding
Flight TrainingJul 29, 2:11 PM

United Flight Attendants Can Now Use Secret Crew Bunks During Non-Rev Travel

A few weeks ago, it emerged that flight attendants at United Airlines who are using their ‘non-rev’ staff travel privileges might soon be able to occupy one of the most comfortable flat beds on board the Chicago-based carrier’s international widebody aircraft fleet. And, no, we don’t mean a Polaris Business Class seat. We’re referring to something far more comfortable and spacious… the secret crew bunks, or what is officially called the ‘Overhead Flight Attendant Rest’ or OFAR on Boeing 777s and 787 Dreamliners. The idea behind the policy is that non-rev flight attendants who have been left with a jumpseat because every seat is otherwise occupied by a fare-paying passenger will now be able to get some rest during a long-haul flight – something that is almost otherwise impossible if you’re stuck on a pull-down jumpseat. While some other U.S. airlines, including non-unionized Delta Air Lines, have allowed their non-rev jumpseating flight attendants to use crew bunks for several years, the opportunity has only now been opened up to United Airlines flight attendants following an agreement between the carrier and the Association of Flight Attendants (AFA-CWA) as part of the successful conclusion of very lengthy contract negotiations. But there was a delay in actually implementing the benefit because the union needed to lock down a policy to make it as fair as possible. Thankfully, that policy has now been agreed. Here’s how it will work: The crew bunks (or crew rest seats on aircraft without bunks) will only be offered to flight attendants who have been assigned a jumpseat. If a non-rev passenger has been assigned any type of passenger seat, that’s where they have to stay. The bunks will only be available for use by United Airlines flight attendants. If a flight attendant for another airline is jumpseating, then they can’t use the crew bunks, even if they are trained on that aircraft type. Dependent on the aircraft type and the number of crew actually working the flight, there may or may not be a spare bunk that can be used. And no, flight attendants can’t share bunks. If there is more than one non-rev jumpseater, then use of the bunks will go in seniority order. The bunks can only be occupied when the aircraft is at an altitude of at least 15,000 feet on Boeing 787s and 25,000 feet on Boeing 777s. For taxi, takeoff, ascent, descent, and landing, non-rev crew have to be in their jumpseat. Non-rev flight attendants need to be careful not to disturb the working crew when they are taking their assigned breaks. United Airlines managers, even those who have gone through flight attendant training, aren’t allowed to occupy the bunks as part of this policy. Even when there aren’t enough crew rest seats or bunks available for non-rev flight attendants when the working crew is taking their breaks, that doesn’t mean they can’t still be used. A non-rev traveler could use the bunks during the first and second meal service, and then sit on their jumpseat during the assigned crew breaks. Every flight attendant who works on widebody aircraft will have their favorite bunk, so you can probably imagine there being some type of coordination with the international purser over which bunks the non-rev travelers are allowed to occupy, so as not to annoy the working crew. The bunks of the Boeing 777-300 are generally regarded as one of the best OFAR facilities, with every bunk being equal in the amount of space available and the threat of noise disturbance from the cabin. In contrast, the Boeing 787 has some bunks that are slightly more private, and one bunk that is slightly roomier… but additional space comes at the expense of peace as it is located right above the galley area. While not a concern for United’s flight attendants, one of the most hated crew bunks are one the Airbus A380, and, specifically, a module that was built in the cabin on the main deck. These bunks are not only pretty cramped, but they also carry every bit of sound from within the cabin.

Cathay’s I Can Fly unites Hong Kong, mainland China students in aviation program
Flight TrainingJul 16, 2:23 PM

Cathay Pacific unites Hong Kong and mainland students in groundbreaking aviation youth program

Cathay brought together 80 students from Hong Kong and the Chinese mainland on July 15, 2026, for a joint aviation education program in Chengdu, the first time the airline's I Can Fly initiative has combined participants from both regions into one cohort. The program, called I Can Fly Youth Academy, is part of Cathay Pacific's broader I Can Fly initiative, which the airline has run since 2003. Since then, more than 8,800 students have gone through the program, with a number of them going on to build careers in aviation. This year's edition, developed in partnership with the China Soong Ching Ling Foundation, also coincides with Cathay's 80th anniversary. A trip spanning three cities Cathay said that rather than staying in one place, the students will move through Chengdu, Hong Kong, and Adelaide over the course of the program, with each stop built around a different side of the aviation industry. In Chengdu, students are visiting aviation facilities and training institutions, including the AVIC Chengdu Aviation Theme Education Base, the Civil Aviation Flight University of China, and the University of Electronic Science and Technology of China, getting a look at how the aviation sector and its talent pipeline have developed on the mainland. From there, the group heads to Hong Kong, where the focus shifts to how a major international aviation hub actually runs. Visits are planned to Cathay City, the Civil Aviation Department, and Hong Kong Aircraft Engineering Company, covering everything from flight operations and engineering to cabin service. Students who stand out during the program will get an additional opportunity: a trip to Adelaide, Australia, where they'll get international exposure and the chance to meet working aviation professionals. Building connections through aviation The launch ceremony in Chengdu drew a mix of officials and representatives, including China Soong Ching Ling Foundation Secretary-General Chen Hongqu, government officials from Sichuan, and Cathay's Chief Customer and Commercial Officer Lavinia Lau. Lau described the program as central to how the airline approaches youth development, noting that Cathay has watched participants use it over the years to broaden their horizons and pursue new paths. She said extending the academy to Chengdu, and bringing students from both regions together for the first time, marked a meaningful step for the program. Chen echoed that sentiment, framing the collaboration as a way to give young people in Hong Kong and the mainland more chances for cross-cultural exchange through hands-on experience. Part of a broader push The I Can Fly Youth Academy is one piece of a larger set of youth-focused programs Cathay runs, alongside initiatives like Cathay Young Explorers, its Cadet Pilot Training Programme, and the Cathay Hackathon. Together, the airline says, these programs are meant to support aviation education and talent development across Hong Kong and the mainland. The academy also fits into a wider community commitment Cathay has set for the year: an aim to reach 80,000 people in 2026 through programs centered on youth development, sports, and arts and culture. RELATED Cathay Pacific marks first batch of cadet pilots from in-house training program

Military/Defense

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F-16 fighter jet on runway at dusk showing radar nose cone
Military/DefenseJul 31, 2:00 AM

F-16 Viper Gets Major Combat Boost with New AN/APG-83 AESA Radar Upgrade

The Lockheed Martin F-16 Fighting Falcon, also known as the Viper, is no longer the premier lightweight fighter jet of the US Air Force, but it is far from irrelevant. As a much less expensive airframe than the more exquisite F-35 Lightning II, the Viper continues to roll off the assembly line. It is the most mass-produced supersonic fighter jet still in production today, with more than 4,500 examples having been delivered. Now, the existing fleet is also getting a major lethality upgrade in the form of the Northrop Grumman AN/APG-83 Scalable Agile Beam Radar.

T-70 helicopter taxiing on Turkish airbase runway under clear sky
Military/DefenseJul 30, 4:20 AM

Turkish Aerospace to Restart T-70 Helicopter Production After US Sanctions Lifted

Improved ties between Ankara, Washington lift T-70 programme. Turkish Aerospace (TAI) will resume production of the T-70 utility helicopter – a local variant of the Sikorsky S-70 – following sanctions relief from the US government. "The [T-70] programme has already started again," says TAI chief executive Mehmet Demiroglu, speaking at the recent Farnborough air show. "As of the beginning of this year, we reached an agreement with Sikorsky for another 39 units, and we received export licenses for that programme, so we don't see any problem." The sanctions originally stemmed from Ankara's decision to obtain Russia's S-400 surface-to-air missile system, a move that upset Washington. The administration of US President Donald Trump, however, has aimed to improve ties with Turkish President Recep Tayyip Erdogan. This includes sanctions relief, including the possibility of bringing Turkey back into the Lockheed Martin F-35 programme . Despite the warming ties, Demiroglu indicates that sanctions "inevitably" caused delays to the programme. He indicates that 38 T-70s were completed before the impact of sanctions were felt. The type is operated by the Turkey's air force and army, as well as parapublic agencies. Original plans had called for 109 T-70s to be produced by TAI. Demiroglu indicates that after the upcoming 39-unit batch an additional 32 could be produced, which would bring deliveries to the 109 figure. He hints that the full allotment of T-70s may be needed given that over 200 in-service Turkish military helicopters will be retired by 2040. "So, within that ten-year period the Turkish armed forces will need more than 200 platforms." Based on the S-70, the T-70 features a range of indigenous structures, avionics, and locally produced Tusas Engineering Industries T700 engines. He adds that work continues with the 11t T925 helicopter, which will serve in both civilian and military roles. In addition to supporting Turkish military replacement needs in the 2030s, he expects strong export demand for the type. He estimates overall demand for the platform, which is due to fly in 2027, could see TAI produce 400-500 examples.

AH-1Z Viper and UH-1Y Venom helicopters on a Marine Corps airfield ready for upgrade work
Military/DefenseJul 28, 3:06 PM

Bell to Upgrade 49 Marine Corps AH-1Z and UH-1Y Helicopters in $300M Contract

Bell has landed an estimated $300 million US Navy contract to upgrade as many as 49 US Marine Corps AH-1Z Viper and UH-1Y Venom helicopters. The contract covers 28 AH-1Z attack helicopters and 21 UH-1Y utility helicopters under the Structural and Power Improvements for NextGen Effects program, known as SPINE. Bell said it will begin the modification work at its Amarillo Assembly Center in Texas in mid-2027. The company expects to deliver the first upgraded helicopters in 2028. The contract covers an initial period and includes options that could extend the work for another three years. It uses several payment structures depending on the type of work involved. Bell described the total value as an estimate, meaning the Navy has not necessarily committed the full $300 million. SPINE will give the helicopters more electrical power and a new digital architecture designed to accommodate additional weapons, sensors and defensive equipment. The upgrade also supports Link 16, an advanced databus and long-range network-enabled weapons. Those capabilities will allow H-1 crews to receive targeting information from other aircraft and operate as part of a larger network of US and allied forces. Bell said the changes will allow the Marine Corps to add new technology more quickly as threats and mission requirements change. "SPINE will enable H-1 operators and maintainers to implement the equipment and technology needed to keep the aircraft as a fully interoperable member of the modern joint force throughout the lifetime of the H-1 fleet," Bell Program Manager Danielle Markham said. The UH-1Y will also receive improvements to its fast-rope, hoist and litter equipment, supporting personnel recovery missions in remote or austere locations. The Marine Corps refers to the new configuration as Series A. In addition to greater electrical capacity, it includes improved defensive systems and digital connectivity. Marine Corps officials expect the upgrades to help keep the Viper and Venom relevant into the 2040s. "The SPINE program will provide a significant increase to overall H-1 electrical capability to optimize advanced battlefield technology and ensure the H-1 fleet will continue to be relevant into the 2040s," said Col. Jason Duke, Program Manager for the Navy's H-1 program office. Bell completed SPINE modifications on the first AH-1Z and UH-1Y aircraft in the fall of 2025. The company sent both helicopters to Naval Air Station Patuxent River in Maryland for flight testing. The new contract, known as Phase 3.0, moves the program from the initial aircraft into fleet modifications. The AH-1Z and UH-1Y share about 85% of their components, including engines, rotor systems, transmissions and avionics. The common design allows Marine Corps units to operate the attack and utility helicopters together while reducing maintenance and logistics requirements. Bell completed deliveries of the Marine Corps' 189-aircraft AH-1Z program of record in 2022. The company delivered the last of 160 UH-1Ys included in the original program in 2018. The combined US Marine Corps fleet includes 349 Viper and Venom helicopters. Slug: bell-300m-contract-upgrade-marine-corps-h-1-helicopters Meta title: Bell wins $300M Marine Corps helicopter upgrade deal Meta description: Bell will upgrade up to 49 US Marine Corps AH-1Z Viper and UH-1Y Venom helicopters under a contract valued at about $300 million. Social title: Bell wins $300M contract to upgrade 49 US Marine Corps helicopters Social description: The SPINE program will add electrical capacity, digital architecture and provisions for new weapons, sensors and defensive systems.