Latest news with #EASA
Bangkok Post
2 days ago
- Automotive
- Bangkok Post
The world's biggest passenger planes keep breaking down
The world's largest commercial passenger jet, the Airbus A380, enjoyed an unexpected resurgence hauling full loads of passengers when global travel rebounded after the pandemic. But keeping the ageing superjumbo safely airborne is becoming an increasingly expensive headache for airlines. Two decades after its maiden flight, regulatory bulletins ordering repairs, inspections or replacement parts for the massive four-engined plane are piling up. While some are procedural, such as a demand for timely equipment checks, others are more serious. Leaking escape slides, cracked seals and a ruptured landing-gear axle feature among 95 airworthiness directives for the A380 listed by the European Union Aviation Safety Agency since January 2020. That's about double the number of directives for large Boeing aircraft in the same period. With newer, more fuel-efficient jets in short supply, airlines committed to the twin-deck A380 have little choice but to keep flying it. In its youth, the A380 was a triumph of international collaboration, with 4 million parts made by 1,500 companies worldwide. Now, in old age, the aircraft's complexity is testing aviation's fractured supply chains in the post-Covid era. 'The A380 is a complex aeroplane whose scale does make it more demanding to maintain compared to other aircraft,' the European Union Aviation Safety Agency (EASA) said in a statement. 'It is very important for safety that there is no stigma attached to publishing an airworthiness directive -– safety must come first.' The agency said such directives, which mandate actions to make an aircraft safe, 'can vary hugely in scope and urgency.' The volume of airworthiness directives for different planes 'is not a good basis for comparison,' EASA said. Stranded passengers However, with the capacity to carry 485 passengers or more, delays caused by mechanical failures can be costly and create a cascade of scheduling headaches. A Qantas Airways A380 on the flagship Sydney-London route broke down in Singapore on May 7 with fuel-pump problems. The onward flight to London was pushed back more than 24 hours and passengers accommodated in hotels. That was at least the second fuel-pump issue to delay QF1 in Singapore since Qantas reactivated its A380s. More recently, Qantas passengers who were due to depart Singapore on July 14 for Sydney on an A380 were delayed for days because of technical difficulties. Plans to retrieve them sooner were complicated by damage to another A380 at Sydney airport, when an aerobridge slammed into one of the engines. A British Airways A380, G-XLEB, recently spent more than 100 days in Manila. After returning to London Heathrow in mid-June, it flew just seven days of the next 30, according to Flightradar24. Still, IAG SA-owned British Airways from next year will embark on an interior upgrade programme, including overhauling A380 cabins, suggesting the airline will keep flying the plane for years. For airlines using the A380, large-capacity alternatives are scarce. Boeing's new 777X is years behind schedule and Airbus can't make long-haul A350s fast enough. Meanwhile, A380 operators are left with an out-of-production superjumbo that will only become more needy and more expensive to run. In online aviation forums, some services are gaining a name for breakdowns, cancellations or overnight delays. In a statement, Airbus said the A380 'continues to operate scheduled services with a high level of operational reliability, standing at 99% for the global fleet over the past 12 months. Airbus is committed to providing full technical support to customers to ensure that they can optimise operations with their A380 fleets, and this will continue as long as the aircraft remains in service.' 60,000 hours Meanwhile, A380s are taking up space and manpower in workshops around the world, exacerbating a shortage of repair facilities for the wider commercial fleet. A comprehensive check of the massive plane can consume 60,000 hours of labour, according to aircraft repairer Lufthansa Technik. Qantas is sending some double-deckers to Dresden in Germany to be overhauled; British Airways flies its to Manila for repairs; and Emirates, the world's biggest operator of A380s, maintains some in China. Some of the aircraft's recent faults stem from prolonged periods on the ground during the pandemic, when airlines parked their A380s in the Californian desert, central Spain or the Australian outback. An airworthiness directive from EASA on May 16 ordered emergency inflatable escape slides to be replaced. Glued seams had split, probably due to exposure to moisture and heat during storage. The fault could have fatal consequences, EASA said. On April 7, EASA ordered inspections on A380s after cracked sealant was found on fittings attaching the landing gear to the wings. A directive in April last year required some landing gear axles to be replaced after a rupture on a plane that had been in storage since 2020. The future of the A380 was already in doubt when Covid-19 halted global travel in early 2020. The year before, Airbus had killed off production after underwhelming sales. When Covid-19 receded and borders reopened, the A380 suddenly found new purpose. Travel boomed and carriers including Singapore Airlines, Deutsche Lufthansa and Qantas once again embraced the plane's unrivalled carrying power. In a statement, British Airways called the A380 'a vital part of our long-haul fleet. Through working closely with Airbus, we've seen consistent year-on-year improvements in its reliability.' Qantas said the plane 'is a key part of our international network, and we'll continue to fly them for years to come. All Qantas A380s have gone through a scheduled major maintenance overhaul in recent years, as well as significant upgrades to the cabin interiors.' Other A380 operators were reluctant to provide specific details. Asiana Airlines said 'issues related to aircraft operations and maintenance are difficult to disclose externally.' Korean Air Lines said it 'maintains its A380 fleet to the highest safety standards, in strict accordance with all regulatory requirements and manufacturer guidelines.' Singapore Airlines said its 12 A380s are important to operations but it was 'unable to comment on specifics.' The company said it works closely with 'Airbus and our suppliers to ensure the ongoing reliability and serviceability of our A380 fleet.' To be sure, the A380 still has fans. Emirates, which has cannibalised some A380s for spare parts, plans to keep flying the aircraft until the end of next decade. The airline's president, Tim Clark, has likened the jet to a huge vacuum cleaner capable of gobbling up passengers like no other plane. Reliability issues are the latest twist for a superjumbo that has almost always been divisive. Passengers still love the A380's cavernous interiors and audacious scale. Airlines wrestle with its logistics needs — from longer runways to extra-large hangars — as well as the mechanical dramas. Supply chain constraints have increased the price of parts, servicing and engine repairs on all major aircraft, said Eddy Pieniazek, Ishka's head of advisory. 'With the A380 being of its size and having four engines, this escalation in maintenance costs has become even more noticeable,' said Pieniazek.
Japan Times
3 days ago
- Automotive
- Japan Times
The world's biggest passenger plane keeps breaking down
The world's largest commercial passenger jet, the Airbus A380, enjoyed an unexpected resurgence hauling full loads of passengers when global travel rebounded after the pandemic. But keeping the aging superjumbo safely airborne is becoming an increasingly expensive headache for airlines. Two decades after its maiden flight, regulatory bulletins ordering repairs, inspections or replacement parts for the massive four-engined plane are piling up. While some are procedural, such as a demand for timely equipment checks, others are more serious. Leaking escape slides, cracked seals and a ruptured landing-gear axle feature among 95 airworthiness directives for the A380 listed by the European Union Aviation Safety Agency (EASA) since January 2020. That's about double the number of directives for large Boeing aircraft in the same period. With newer, more fuel-efficient jets in short supply, airlines committed to the twin-deck A380 have little choice but to keep flying it. In its youth, the A380 was a triumph of international collaboration, with 4 million parts made by 1,500 companies worldwide. Now, in old age, the aircraft's complexity is testing aviation's fractured supply chains in the post-COVID era. A Rolls Royce Trent 900 engine for the A380 is seen at the Airbus factory in Toulouse, France. | Bloomberg "The A380 is a complex aeroplane whose scale does make it more demanding to maintain compared to other aircraft,' EASA said in a statement. "It is very important for safety that there is no stigma attached to publishing an airworthiness directive — safety must come first.' The agency said such directives, which mandate actions to make an aircraft safe, "can vary hugely in scope and urgency.' The volume of airworthiness directives for different planes "is not a good basis for comparison,' EASA said. Stranded passengers However, with the capacity to carry 485 passengers or more, delays caused by mechanical failures can be costly and create a cascade of scheduling headaches. A Qantas Airways A380 on the flagship Sydney-London route broke down in Singapore on May 7 with fuel-pump problems. The onward flight to London was pushed back more than 24 hours and passengers accommodated in hotels. That was at least the second fuel-pump issue to delay Flight QF1 in Singapore since Qantas reactivated its A380s. More recently, Qantas passengers who were due to depart Singapore on July 14 for Sydney on an A380 were delayed for days because of technical difficulties. Plans to retrieve them sooner were complicated by damage to another A380 at Sydney airport, when an aerobridge slammed into one of the engines. The A380 has its share of fans who love its cavernous interiors and audacious scale. | Getty Images / via Bloomberg A British Airways A380 recently spent more than 100 days in Manila. After returning to London Heathrow in mid-June, the plane flew just seven days of the next 30, according to Flightradar24. Still, IAG-owned British Airways from next year will embark on an interior upgrade program, including overhauling A380 cabins, suggesting the airline will keep flying the plane for years. For airlines using the A380, large-capacity alternatives are scarce. Boeing's new 777X is years behind schedule and Airbus can't make long-haul A350s fast enough. Meanwhile, A380 operators are left with an out-of-production superjumbo that will only become more needy and more expensive to run. In online aviation forums, some services are gaining a name for breakdowns, cancellations or overnight delays. In a statement, Airbus said the A380 "continues to operate scheduled services with a high level of operational reliability, standing at 99% for the global fleet over the past 12 months. Airbus is committed to providing full technical support to customers to ensure that they can optimize operations with their A380 fleets, and this will continue as long as the aircraft remains in service.' 60,000 hours Meanwhile, A380s are taking up space and manpower in workshops around the world, exacerbating a shortage of repair facilities for the wider commercial fleet. A comprehensive check of the massive plane can consume 60,000 hours of labor, according to aircraft repairer Lufthansa Technik. Qantas is sending some double-deckers to Dresden in Germany to be overhauled; British Airways flies its to Manila for repairs; and Emirates, the world's biggest operator of A380s, maintains some in China. Some of the aircraft's recent faults stem from prolonged periods on the ground during the pandemic, when airlines parked their A380s in the Californian desert, central Spain or the Australian outback. The cabin of an A380 operated by Emirates. The airline, the world's biggest operator of A380s, plans to keep flying the aircraft until the end of next decade. | Bloomberg An airworthiness directive from the EASA on May 16 ordered emergency inflatable escape slides to be replaced. Glued seams had split, probably due to exposure to moisture and heat during storage. The fault could have fatal consequences, the agency said. On April 7, EASA ordered inspections on A380s after cracked sealant was found on fittings attaching the landing gear to the wings. A directive in April last year required some landing gear axles to be replaced after a rupture on a plane that had been in storage since 2020. The future of the A380 was already in doubt when COVID-19 halted global travel in early 2020. The year before, Airbus had killed off production after underwhelming sales. When COVID-19 receded and borders reopened, the A380 suddenly found new purpose. Travel boomed and carriers including Singapore Airlines, Deutsche Lufthansa and Qantas once again embraced the plane's unrivaled carrying power. In a statement, British Airways called the A380 "a vital part of our long-haul fleet. Through working closely with Airbus, we've seen consistent year-on-year improvements in its reliability.' Qantas said the plane "is a key part of our international network, and we'll continue to fly them for years to come. All Qantas A380s have gone through a scheduled major maintenance overhaul in recent years, as well as significant upgrades to the cabin interiors.' An A380 in storage in the Northern Territory, Australia, in 2020. Some of the aircraft's recent faults stem from prolonged periods on the ground during the pandemic, when airlines parked their A380s in the Californian desert, central Spain or the Australian outback. | Bloomberg Other A380 operators were reluctant to provide specific details. Asiana Airlines said "issues related to aircraft operations and maintenance are difficult to disclose externally.' Korean Air Lines said it "maintains its A380 fleet to the highest safety standards, in strict accordance with all regulatory requirements and manufacturer guidelines.' Singapore Airlines said its 12 A380s are important to operations but it was "unable to comment on specifics.' The company said it works closely with "Airbus and our suppliers to ensure the ongoing reliability and serviceability of our A380 fleet.' To be sure, the A380 still has fans. Emirates, which has cannibalized some A380s for spare parts, plans to keep flying the aircraft until the end of next decade. The airline's president, Tim Clark, has likened the jet to a huge vacuum cleaner capable of gobbling up passengers like no other plane. Reliability issues are the latest twist for a superjumbo that has almost always been divisive. Passengers still love the A380's cavernous interiors and audacious scale. Airlines wrestle with its logistics needs — from longer runways to extra-large hangars — as well as the mechanical dramas. Supply chain constraints have increased the price of parts, servicing and engine repairs on all major aircraft, said Eddy Pieniazek, head of advisory of aviation finance data provider Ishka. "With the A380 being of its size and having four engines, this escalation in maintenance costs has become even more noticeable,' said Pieniazek.
Straits Times
3 days ago
- Automotive
- Straits Times
World's biggest passenger planes keep breaking down
SYDNEY – The world's largest commercial passenger jet, the Airbus A380, enjoyed an unexpected resurgence hauling full loads of passengers when global travel rebounded after the Covid-19 pandemic. But keeping the ageing superjumbo safely airborne is becoming an increasingly expensive headache for airlines. Two decades after its maiden flight, regulatory bulletins ordering repairs, inspections or replacement parts for the massive four-engined plane are piling up. While some are procedural, such as a demand for timely equipment checks, others are more serious. Leaking escape slides, cracked seals and a ruptured landing-gear axle feature among 95 airworthiness directives for the A380 listed by the European Union Aviation Safety Agency since January 2020. That's about double the number of directives for large Boeing aircraft in the same period. With newer, more fuel-efficient jets in short supply, airlines committed to the twin-deck A380 have little choice but to keep flying it. In its youth, the A380 was a triumph of international collaboration, with four million parts made by 1,500 companies worldwide. Now, in old age, the aircraft's complexity is testing aviation's fractured supply chains in the post-Covid era. 'The A380 is a complex aeroplane whose scale does make it more demanding to maintain compared to other aircraft,' the European Union Aviation Safety Agency said in a statement. 'It is very important for safety that there is no stigma attached to publishing an airworthiness directive -– safety must come first.' The agency said such directives, which mandate actions to make an aircraft safe, 'can vary hugely in scope and urgency.' The volume of airworthiness directives for different planes 'is not a good basis for comparison,' EASA said. Top stories Swipe. Select. Stay informed. World Trump says many are starving in Gaza, vows to set up food centres Asia Cambodia, Thailand agree to 'immediate and unconditional ceasefire' to de-escalate border row World US, China hold new talks on tariff truce, easing path for Trump-Xi meeting Asia Giant algal bloom off South Australia devastates marine life, threatens seafood exports Sport Dare to dream, urges Singapore's first International Swimming Hall of Famer Joseph Schooling Singapore 44 suspects under probe for involvement in SIM card fraud Singapore Tanjong Katong sinkhole: Road recovery works progressing steadily, tests under way Singapore ST Explains: What we know about the Tanjong Katong sinkhole so far Stranded passengers However, with the capacity to carry 485 passengers or more, delays caused by mechanical failures can be costly and create a cascade of scheduling headaches. A Qantas Airways A380 on the flagship Sydney-London route broke down in Singapore on May 7 with fuel-pump problems. The onward flight to London was pushed back more than 24 hours and passengers accommodated in hotels. That was at least the second fuel-pump issue to delay QF1 in Singapore since Qantas reactivated its A380s. More recently, Qantas passengers who were due to depart Singapore on July 14 for Sydney on an A380 were delayed for days because of technical difficulties. Plans to retrieve them sooner were complicated by damage to another A380 at Sydney airport, when an aerobridge slammed into one of the engines. A British Airways A380, G-XLEB, recently spent more than 100 days in Manila. After returning to London Heathrow in mid-June, it flew just seven days of the next 30, according to Flightradar24. Still, British Airways from 2026 will embark on an interior upgrade programme, including overhauling A380 cabins, suggesting the airline will keep flying the plane for years. For airlines using the A380, large-capacity alternatives are scarce. Boeing's new 777X is years behind schedule and Airbus can't make long-haul A350s fast enough. Meanwhile, A380 operators are left with an out-of-production superjumbo that will only become more needy and more expensive to run. In online aviation forums, some services are gaining a name for breakdowns, cancellations or overnight delays. In a statement, Airbus said the A380 'continues to operate scheduled services with a high level of operational reliability, standing at 99 per cent for the global fleet over the past 12 months. Airbus is committed to providing full technical support to customers to ensure that they can optimize operations with their A380 fleets, and this will continue as long as the aircraft remains in service.' 60,000 hours Meanwhile, A380s are taking up space and manpower in workshops around the world, exacerbating a shortage of repair facilities for the wider commercial fleet. A comprehensive check of the massive plane can consume 60,000 hours of labour, according to aircraft repairer Lufthansa Technik. Qantas is sending some double-deckers to Dresden in Germany to be overhauled; British Airways flies its to Manila for repairs; and Emirates, the world's biggest operator of A380s, maintains some in China. Supply chain constraints have increased the price of parts, servicing and engine repairs on all major aircraft, said Eddy Pieniazek, Ishka's head of advisory. 'With the A380 being of its size and having four engines, this escalation in maintenance costs has become even more noticeable,' said Mr Pieniazek. In a statement, British Airways called the A380 'a vital part of our long-haul fleet. Through working closely with Airbus, we've seen consistent year-on-year improvements in its reliability.' Qantas said the plane 'is a key part of our international network, and we'll continue to fly them for years to come. All Qantas A380s have gone through a scheduled major maintenance overhaul in recent years, as well as significant upgrades to the cabin interiors.' Asiana Airlines said 'issues related to aircraft operations and maintenance are difficult to disclose externally.' Korean Air Lines said it 'maintains its A380 fleet to the highest safety standards, in strict accordance with all regulatory requirements and manufacturer guidelines.' Singapore Airlines said its 12 A380s are important to operations but it was 'unable to comment on specifics.' The company said it works closely with 'Airbus and our suppliers to ensure the ongoing reliability and serviceability of our A380 fleet.' To be sure, the A380 still has fans. Emirates, which has cannibalized some A380s for spare parts, plans to keep flying the aircraft until the end of the next decade. The airline's president, Tim Clark, has likened the jet to a huge vacuum cleaner capable of gobbling up passengers like no other plane. BLOOMBERG
Deccan Herald
24-07-2025
- Automotive
- Deccan Herald
DGCA took punitive action against AI Express for non-compliance with airworthiness directive: Mohol
During a surveillance inspection of Air India Express by DGCA, it was found that the airline had not complied with the EASA (European Union Aviation Safety Agency) Airworthiness Directive on the engines installed on the Airbus A320 aircraft.
Cision Canada
23-07-2025
- Automotive
- Cision Canada
ONE AIRFRAME, TWO FUTURES: H55 AND BRISTELL SHOWCASES THE ONLY GENERAL AVIATION / FLIGHT TRAINER AIRCRAFT IN BOTH ELECTRIC AND COMBUSTION AT EAA AIRVENTURE OSHKOSH Français
SION, Switzerland and OSHKOSH, Wis., July 23, 2025 /CNW/ -- H55 and Bristell are showcasing a unique milestone in aviation at this year's EAA AirVenture: the only general aviation aircraft certified under CS/FAR-23 available in both all-electric and combustion versions. On display at Booths #296 & 297, the Bristell B23 product line—including the fully electric B23 Energic powered by H55's electric propulsion system—offers operators and flight schools a true side-by-side choice for their fleets. This dual offering isn't just a technical achievement—it marks a pivotal step in making clean aviation accessible, scalable, and commercially viable. The B23 Energic, a fully electric two-seat aircraft has been developed with Bristell and is powered by H55's proprietary Electric Propulsion System (EPS). Certified under European Union Aviation Safety Agency (EASA) CS-23 in the first half of 2026, and entry into service in the USA in 2027, the aircraft is designed for flight schools and general aviation, offering zero emissions, quite noise, and comparable operating costs to piston-powered aircraft. Co-founded by the senior management team from Solar Impulse, André Borschberg, Sébastien Demont, and Gregory Blatt, H55 builds on the groundbreaking success of flying around the world without fuel to now delivering real-world electric aviation solutions. André Borschberg, Co-Founder and Executive Chairman, said: " Flying around the world without fuel proved what was possible. With H55, we're making electric flight practical and accessible. During our Across America tour, we've completed nearly 200 passenger flights—and not a single person stepped out without a smile. That emotional connection is translating into real commercial traction. It's a powerful confirmation that electric aviation isn't just part of the future—it's a key pillar of today." Now Taking Off in the U.S. – A Robust Early Customer Base With its first two years of production already sold out, H55 is seeing accelerating demand from U.S. and European operators. The company's Founder's Pioneer Edition offer has driven strong commercial interest, with deposits and signed Letters of Interest (LOIs) nearing full allocation. The message is resonating: certified electric aircraft are no longer a vision—they're a viable business opportunity. Meet the Team & See the Aircraft Up Close Visit Bristell Booths #296 & 297 to explore the B23 Energic in person. Get cockpit briefings from H55's pilots and see the company's electric propulsion system on display. Kristen Jurn, North American Sales Manager, said: "It's exciting to be at Oshkosh for H55's first U.S. appearance. After flying in seven of the eight states on tour and speaking with hundreds of pilots, instructors, and operators, one thing is clear—electric flight is no longer a prototype story. The B23 Energic is real, it's certified in Europe next year, and FAA certification will soon follow. It's quiet, clean, and far more cost-effective to operate—and those who are ready to lead the transition are already lining up. This is more than a debut—it's a game changer." Why It Matters With over 160 takeoffs and landings across seven states during its Across America tour and a 100% safety record, the B23 Energic is proving that electric flight is not only viable—it's ready for commercial adoption. The key benefits of the B23 Energic include: Quiet & Comfortable: No vibration or cabin noise, enhancing pilot and student concentration drastically decreasing the pilot workload and physiological fatigue. Ground Efficient: Low energy consumption during taxiing and circuit training. Block time and flight time are almost the same due to the absence of run-up needs and very short check-list procedure. Pilot-Friendly Simplicity: No oil changes, fouled spark plugs, faulty magnetos, or weight shifts from fuel burn—just pure focus on flying. Reliable Endurance: Up to 90-minutes of endurance with an equal recharge time for US delivery models. Easy Charging: Compatible with standard DC CCS automotive charging. Leading the Charge Across America Since April, H55 has flown across seven U.S. states—from Florida to Wisconsin—connecting with flight schools, airport operators, regulators, aerospace universities, and government officials. With commercial momentum building, H55 is helping to define the next chapter in sustaining and defining general aviation flight as clean, quiet, and cost-effective. To schedule a meeting or interview, please contact: Tamar Burton – U.S. Media Relations, [email protected] About H55 H55 is a Swiss-based company founded by the former Solar Impulse management team: André Borschberg, Sebastien Demont, and Gregory Blatt. Dedicated to revolutionizing the aviation industry, H55 provides certified electric propulsion and battery management systems tailored to a diverse range of aircraft, aiming to achieve sustainable air travel. H55 supplies certified electric propulsion systems with full airplane integration solutions for general aviation and regional transport aircraft. Through its pioneering legacy and commitment to certified solutions, H55's team of visionary engineers and aerospace experts are at the forefront of driving the aviation industry setting new standards and pushing the boundaries of electric aviation.
