Latest news with #EuropeanUnionAviationSafetyAgency
Yahoo
4 days ago
- Business
- Yahoo
The complex life cycle of giant aircraft – and why you might be better off in an older model
At 19, the world's oldest commercial A380 is hardly ancient but – in aircraft years – it's reached an age at which most large jets (the affectionate nickname for all wide, long bodied aircraft) retire to the great boneyards of the desert. Not this one though: after a five-year hiatus, it's back ploughing the skies for Emirates, according to The European Union Aviation Safety Agency (EASA) says that most planes have a life cycle of around 25-30 years, but that includes a long period of research and development before their first commercial flights take off. If you find yourself on a comparatively ancient aircraft, don't worry: planes are subjected to frequent tests to ensure safety and usually retire because they become less commercially competitive rather than dangerous. A wide-body aircraft's journey involves a long period of incubation and subsequent nurturing before it can go out into the world. 'The journey from the design board to commercial service for a commercial aircraft is one of the most complex undertakings in modern industrial engineering,' says Linus Benjamin Bauer, founder and managing direction of the aviation consultancy BAA & Partners. 'Typically, the aircraft development programme takes up to 15 years to bring a new aircraft such as the A380 to market.' The original jumbo, Boeing's 747, was conceived in 1966 and began to fly commercially four years later thanks to tight deadlines imposed by its first purchaser, Pan Am. But, before paying passengers can get onboard, planes face 'initial conceptual studies, customer consultations, digital modelling, prototype development and regulatory certification,' according to Bauer. 'Certification itself is particularly rigorous,' he says. 'Manufacturers must demonstrate compliance with thousands of airworthiness requirements. Each new aircraft must pass a full-scale evacuation test – where all passengers must exit within 90 seconds using only half the available exits. Structural integrity is validated through static testing, where airframes are pushed 50 per cent beyond their design limits, and fatigue testing, which simulates decades of flight cycles.' These tests can make or break a plane's popularity: when they uncovered issues with weight in some of Boeing's earliest 787 aircraft (nicknamed the 'Terrible Teens'), the planes were rejected by airlines including All Nippon Airways and Royal Air Maroc, according to the website (though they now take to the skies with Ethiopian and Air Austral). The A380 also had a complicated conception. 'While technologically advanced, it was delayed by nearly two years due to a major production issue,' says Bauer. 'The wiring systems designed in Germany were incompatible with the French-built fuselage sections because they used different 3D modelling software versions. This misalignment triggered an expensive and [potentially] reputationally damaging cascade of redesigns.' Running costs affect the lifespan of an aircraft, as well as advancing technology and trends. The A380 is a hulk of a plane and its days have long been numbered, thanks to expenses linked to its size. In 2021, Emirates, the biggest fan of the aircraft with 121 in its fleet, took delivery of the last one ever made. It meant that the A380 had a much shorter run than the 747, which only went out of production in 2022, after more than five decades. Born out of a desire to fit more passengers into the cabin and raise per-seat profits, the 747 has been a huge success, with no competitors to match it in terms of seat capacity until the A380 came along 37 years later. Both aircraft continue to fly, with Forbes claiming there are 400 747s still in service (almost double the amount of A380s ever made). Keeping older planes going requires meticulous maintenance and careful piloting. New tech is retro-fitted and they often have makeovers to bring their cabins or liveries up to date too: in May 2025, Korean Air unveiled a 747-8i sporting its smart new blue look and logo. 'Over the course of a jet's life, it will undergo extensive maintenance and repair, but these do not imply degradation in safety,' says Bauer. 'On the contrary, aircraft become more stringently monitored as they age. Airlines conduct daily line checks, periodic A- and B-checks, and deep-dive C- and D-checks where the aircraft is virtually dismantled, inspected, and rebuilt every six to ten years. Engines are overhauled or replaced, flight control systems updated, and any structural fatigue is carefully monitored using non-destructive testing techniques. Safety margins remain extremely high, and ageing aircraft are continuously evaluated under regulatory oversight from authorities such as the Federal Aviation Authority and EASA.' But the shadow of retirement always lingers, because aircraft manufacturers are endlessly innovating to make their products lighter and more sustainable. It's been impossible to fly from the UK in a 747 since 2020, when both BA and Virgin Atlantic retired theirs (hop to Frankfurt, however, and you can board a Lufthansa 747-8 to one of 12 destinations, including Tokyo Haneda, Buenos Aires and Newark). President Trump also travels on the two, heavily customised 747s in the Air Force One fleet, and was recently gifted another one by the Qatari government. It will, however, require a bit of retrofitting if it is to serve in the fleet. 'The President and his travel companions enjoy 4,000 square feet of floor space on three levels, including an extensive suite for the President that features a large office, lavatory, and conference room. Air Force One includes a medical suite that can function as an operating room, and a doctor is permanently on board,' the White House website reveals. For normal passengers, A380s remain attractive: roomy, with a smooth ride, they're renowned for being comfortable on long-haul journeys while their First Class and Business cabins have space for plenty of onboard luxuries. There are even proper showers on some Emirates' A380s – which goes some way to explain the reluctance to decommission them by some airlines, despite 787s and A350s being more economical. In 2024, IATA revealed that the average age of a commercial aircraft was 14 years and 10 months, and the EASA states that almost a third of all of Europe's planes are due to be retired in the next decade. The lucky ones will live out their days in aerospace museums such as Paris's Musée de l'Air et de l'Espace in Paris Le Bourget. Others are dismantled so that approved working parts can be reused, and some cabin furniture finds its way into films and TV shows, offices and even homes. Much of what can't be reused, including titanium, aluminium and rubber, can be recycled, though about 15 per cent of waste ends up in landfill, according to the EASA. Among the retirees, there are bound to be more A380s and 747s because, in 2026, another giant is expected on the scene: the 777-9. Longer even than the 747-8, with the largest engines of any passenger plane, it should still cut fuel consumption by 10 per cent and has been ordered by British Airways, Singapore Airlines, Emirates and Lufthansa amongst others. 'The aircraft features new carbon-fibre composite wings, advanced GE9X engines, and a reimagined passenger cabin,' says Bauer. 'From my point of view, the 777X will effectively mark the end of the 747 in passenger service. While some 747-8is may remain in limited use, and freighter versions will continue for years due to their payload advantages, the age of four-engine passenger aircraft is over. It is not sentiment but economics – as well as evolving regulation on noise, emissions, and sustainability – that has redrawn the map. In this new landscape, efficiency, not size, is king.' Broaden your horizons with award-winning British journalism. Try The Telegraph free for 1 month with unlimited access to our award-winning website, exclusive app, money-saving offers and more.
Qatar Tribune
18-05-2025
- General
- Qatar Tribune
Lufthansa jet flown by autopilot after pilot faints in cockpit
Madrid: A Lufthansa flight was flown by autopilot when the copilot, alone in the cockpit as the pilot had stepped away to use the bathroom, fainted, Spanish investigators said in a report about an incident last year that was released on Saturday. The Airbus A321 flew without a pilot in charge for 10 minutes, the Spanish accident investigation authority CIAIAC said of the flight on February 17, 2024 from Frankfurt to Seville. Lufthansa confirmed it was aware of the report and said its flight safety department had conducted an extensive internal investigation into the incident. But the company did not disclose the results of its investigation, stating, 'We ask for your understanding that we will not comment beyond the investigation report.' Although the unconscious co-pilot apparently unintentionally operated the controls, the aircraft continued to fly stably thanks to the active autopilot. The voice recorder captured strange noises in the cockpit during this time which were consistent with an acute medical emergency, the report said. Some 10 minutes later, the captain managed to open the cockpit security door using an emergency code. He had completed training for such an eventuality a month beforehand. The captain entered the normal door opening code five times in vain, which triggers a buzzer in the cockpit for the co-pilot to release the door, the report said. A stewardess tried to contact the co-pilot using the onboard telephone. It is not possible to open these security doors by force as they are designed to prevent hijackings. Eventually, the captain entered an emergency code, which allows the door to be opened without assistance from the cockpit. Just before the door would have opened automatically, the co-pilot managed to open it from the inside, despite his illness. The pilot then decided to land the plane in Madrid as the co-pilot was very pale, sweating profusely and making strange movements. The aircraft, which had 199 passengers and six crew members on board, landed safely and the co-pilot was brought to hospital. He had already received medical attention while on board from a doctor who was travelling on the plane. The report found the co-pilot showed no signs of a pre-existing condition from past medical examinations and current tests. Second person needed in cockpit at all times? The incident prompts a reassessment of the recurring question as to whether airlines should reintroduce continuous double occupancy in the cockpit for safety reasons. The report urged the European Union Aviation Safety Agency (EASA) to encourage flight operators to reassess relevant safety guidelines. It is advisable that a second authorized person should always be present in the cockpit when one of the two pilots has to leave for a toilet break or other tasks, the report said. (DPA)
Economic Times
17-05-2025
- Health
- Economic Times
Lufthansa flight's copilot falls unconscious, leaving pilot locked out of cockpit — Here's what happened
A Lufthansa flight carrying over 200 passengers experienced a harrowing incident when the first officer lost consciousness, leaving the aircraft unsupervised for nearly 10 minutes. The captain, who had briefly left the cockpit, struggled to regain entry. Tired of too many ads? Remove Ads Tired of too many ads? Remove Ads In what could have turned into a major aviation disaster , a Lufthansa flight with more than 200 passengers reportedly flew without pilot supervision for nearly 10 to a report by the Daily Mail, the incident occurred during a flight from Germany to Spain, when the aircraft operated without an active pilot in control for a critical period. Citing findings from an official investigation, the report revealed that the event took place last year aboard an Airbus captain had briefly left the cockpit to use the lavatory as the plane neared the Spanish border, with around 30 minutes remaining in the flight. While alone in the cockpit, the first officer lost consciousness approximately eight minutes after the captain's making five attempts to re-enter the cockpit using the security code, the captain was initially unable to regain access. A flight attendant also tried to contact the first officer via intercom. Access was finally granted when the first officer regained enough awareness to open the door, just as the captain was preparing to use an emergency override re-entering, the captain found the first officer in visible distress—pale and sweating. A doctor onboard, assisted by the cabin crew, provided immediate medical aid. The aircraft was then diverted to Madrid, the nearest suitable concluded that the first officer had suffered 'sudden and severe incapacitation' due to a neurological condition that triggered seizures. Authorities noted the condition was unlikely to be detected during routine medical checks unless symptoms had previously European Union Aviation Safety Agency has been urged to alert airlines about the incident and consider revising safety protocols concerning single-pilot cockpit final investigation report was published on Thursday. Lufthansa has not issued any comment on the matter.
Yahoo
16-05-2025
- Health
- Yahoo
A flight spent 10 minutes with no pilot when the first officer collapsed while the captain was in the bathroom
A 38-year-old first officer lost consciousness while alone on the flight deck. The incident occurred on a Lufthansa flight in early 2024 while the captain was in the bathroom. All in all, the flight was left without a pilot operating it for roughly 10 minutes, a report found. A Lufthansa flight went 10 minutes without a pilot after the first officer fell ill while alone in the cockpit, according to investigators. The Airbus A321 was flying from Frankfurt, Germany, to Seville, Spain, last February. Full details of the incident came to light on Thursday, when Spanish investigators published their final report. More than 200 people were on board the flight, which appeared to be running smoothly before it crossed the Spanish border. With around half an hour remaining of the journey, the captain left the flight deck to visit the bathroom. He told investigators the first officer appeared to be in good condition at this time. However, when the captain returned eight minutes later, he was unable to get back into the cockpit. In an interview with investigators, the first officer said he had suddenly lost consciousness. The captain tried to enter the security door's access code five times. Meanwhile, a flight attendant tried to contact the first officer on the intercom. After receiving no response, the captain used the emergency access code. Before the timer for this expired, the first officer was able to recover enough to open the door. The 38-year-old was described as "pale, sweating, and moving strangely," so the captain called for help. Cabin crew and a doctor, who was travelling as a passenger, administered first aid, while the captain diverted to Madrid — the nearest airport. Upon landing, the first officer was taken to the hospital. His "sudden and severe incapacitation" was the result of a seizure disorder caused by a neurological condition, investigators wrote in Thursday's report. The Spanish aviation regulator said his condition was difficult to detect — and would only appear in a medical exam if his symptoms had been present at the time or had occurred before. Investigators recommended that the European Union Aviation Safety Agency tell all airlines about this incident, so they can reassess the risks of one pilot being left alone on the flight deck. Lufthansa did not immediately respond to a request for comment. Read the original article on Business Insider
India.com
29-04-2025
- India.com
Why passengers on a flight must keep window shades open before landing and takeoff?
Passengers sitting in a flight (Freepik) Several of us are guilty for paying extra or fighting with out sibling or friend that window seat. Be it trains of flights. A seat by the window adds on to the travel experience as you get to enjoy the scenic beauty, let your imaginations run wild on the clouds, enjoy the break of dawn and last ray at dusk too. Have you even wondered why passengers on a fight are specifically insisted to keep the window shades open during takeoff and landing? Flight attendant particularly check for seatbelts and shut window shades and get them to open before the takeoff and landing. The answer is rooted in research and safety protocol. Why You Should Keep Windows Open During Takeoff and Landing? Passenger safety and comfort is priority for every airline. Recently, the travel industry has been soaring after the pandemic era. This makes cabin crew and attendant to be more vigilant and enforce safety protocols at best. So why we must window shades open during landing and take off? According to the International Air Transport Association (IATA) 2025 Safety Report- crew members must be able to quickly assess external conditions. Open window shades allow both passengers and flight crew to: Spot any fire hazard in engine, debris, water Understand which side is better for evacuation in case of emergency Identify if the plane is near dangerous obstacles like buildings, trees, or vehicles. Quick visual assessment is essential in crisis like situation. It is also when science and logic come into play and because they need to be ready for any situation. As part of safety measure, it is essential for everyone to respond as swiftly as possible. When a situation happens, night or day, it also affects the respond time. If passengers are accustomed to a dark cabin and an emergency landing requires evacuation into bright sunlight, their vision could be momentarily impaired. Conversely, landing at night requires the cabin lights to match external darkness, and open shades assist in maintaining consistent light exposure. This quick adjustment increases situational awareness, enhances mobility, and reduces disorientation—all critical in emergencies. The European Union Aviation Safety Agency (EASA) emphasized in its 2025 passenger safety briefings that visual adaptation can save vital seconds during evacuations.
