Latest news with #UltraFan
Reuters
8 hours ago
- Business
- Reuters
Rolls-Royce says 'even more true' it wants to enter narrowbody market
LONDON, June 17 (Reuters) - Rolls-Royce (RR.L), opens new tab CEO Tufan Erginbilgic said on Tuesday it was "even more true" that the British jet engine maker would like to enter the narrowbody plane market, preferably through a partnership. Speaking at the Paris Airshow, Erginbilgic said Rolls-Royce was talking to multiple potential partners, while adding it does not see a new narrowbody aircraft before 2035. He said the opportunity in the narrowbody, or single-aisle, plane market could be the first use of the company's UltraFan technology, adding that it could invest another 3 billion pounds ($4.1 billion) in the UltraFan programme. ($1 = 0.7377 pounds)
Yahoo
8 hours ago
- Business
- Yahoo
Rolls-Royce says 'even more true' it wants to enter narrowbody market
LONDON (Reuters) -Rolls-Royce CEO Tufan Erginbilgic said on Tuesday it was "even more true" that the British jet engine maker would like to enter the narrowbody plane market, preferably through a partnership. Speaking at the Paris Airshow, Erginbilgic said Rolls-Royce was talking to multiple potential partners, while adding it does not see a new narrowbody aircraft before 2035. He said the opportunity in the narrowbody, or single-aisle, plane market could be the first use of the company's UltraFan technology, adding that it could invest another 3 billion pounds ($4.1 billion) in the UltraFan programme. ($1 = 0.7377 pounds) Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Yahoo
8 hours ago
- Business
- Yahoo
Rolls-Royce says 'even more true' it wants to enter narrowbody market
LONDON (Reuters) -Rolls-Royce CEO Tufan Erginbilgic said on Tuesday it was "even more true" that the British jet engine maker would like to enter the narrowbody plane market, preferably through a partnership. Speaking at the Paris Airshow, Erginbilgic said Rolls-Royce was talking to multiple potential partners, while adding it does not see a new narrowbody aircraft before 2035. He said the opportunity in the narrowbody, or single-aisle, plane market could be the first use of the company's UltraFan technology, adding that it could invest another 3 billion pounds ($4.1 billion) in the UltraFan programme. ($1 = 0.7377 pounds) Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Skift
6 days ago
- Business
- Skift
Rolls-Royce CEO: Only Sustainable Aviation Fuel Can Decarbonize Long-Haul Flights
Forget the hydrogen hype – at least for now. Rolls-Royce says sustainable aviation fuel is the only viable path to cutting emissions for long-haul air travel in the next 20 years. As the global aviation industry races toward a 2050 net-zero emissions goal, Rolls-Royce is placing a firm bet on sustainable aviation fuel (SAF). Rolls-Royce CEO Tufan Erginbilgiç dismissed the idea that other technologies will meaningfully cut emissions for larger aircraft anytime soon: 'In the next 20 years, [sustainable aviation fuel] is the only technology that's going to decarbonize commercial aviation,' he said Wednesday at a Wall Street Journal event in London. Erginbilgiç's assessment reflects not only the company's strategic priorities but also mounting industry-wide pressure to cut carbon emissions in the short and medium term – well before alternative technologies become viable at scale. 'We are the only company who can actually say that all of our aerospace engines are 100% SAF compatible,' Erginbilgiç said. 'That's important because you can make small planes hydrogen or electric, but when we're talking about narrowbody, widebody, overseas commercial airlines, SAF is the only solution.' He touted the UltraFan, a next-generation engine in development, as a sign Rolls-Royce is also focused on improving fuel efficiency. It's described in the company's marketing materials as 'the sustainable solution for decades to come,' and promises to be 10% more efficient than those currently on the market. However, the UltraFan won't power aircraft until the 2030s. Rolls-Royce says some of the learnings from this new-generation tech could be applied to existing engines, but it hasn't said exactly when or how. Rolls-Royce's current range of engines help power many of the world's most popular long-haul aircraft, including the Boeing 777 and Airbus A350. A Narrow Window for Progress Erginbilgiç's remarks come as airlines face growing scrutiny over their climate impact. The International Air Transport Association (IATA) – the global airline trade body – has committed to achieving net-zero emissions by 2050. Many industry watchers agree that this target requires both short-term action and long-term technological transformation. While emerging technologies like hydrogen and electric propulsion may reshape aviation in the second half of the century, the next two decades represent a critical window for emissions reductions, but where commercial-scale alternatives remain elusive. Erginbilgiç's comments reaffirm that these solutions are at least two decades away for practical application in large commercial aircraft. That leaves SAF, a lower-carbon alternative to conventional jet fuel made from sources like waste oils and agricultural residues, as the most viable bridge technology. However, SAF currently accounts for less than 1% of global aviation fuel use, hampered by limited supply and high prices. SAF can cost up to three times more than traditional jet fuel. Industry Frustration Grows Speaking to Skift last month, Willie Walsh, IATA director general, criticized the slow roll-out of SAF. "The lack of progress, particularly in relation to the production of SAF, demonstrates that it's not going to be done by airlines alone. The OEMs [plane and engine makers] are not delivering to the commitments that they make," said Walsh. "Everybody is out there saying we're committed to net-zero in 2050. But all of the players [in] the airline community are walking away from tangible action that would demonstrate that they're committed. We're not seeing what we would expect from them." Is Sustainable Aviation Fuel the Solution or a Harmful Distraction? Sustainable Aviation Fuel is being pushed as the main decarbonization pathway for the aviation industry. But a growing number of airline executives are pushing back on it as a waste of time when better solutions exist. Read More Erginbilgiç and Walsh's comments reflect growing realism among aviation leaders: that innovation timelines don't always match regulatory deadlines. In March, the chief executives of four of Europe's biggest airline groups urged the EU to delay rules requiring the use of SAF because of concerns around supply. The EU already requires all airlines operating in the region to use 2% SAF in their fuel mix. This will ramp up to at least 6% by 2030. The UK has a similar mandate that will rise to 10% in 2030. What Do the Airlines Say? Speaking on Skift's climate podcast GreenShift, Amelia DeLuca, Delta's chief sustainability officer, acknowledged the tension between business expansion and climate goals. 'Sustainable aviation fuel is the biggest lever,' she said. 'It's the only thing that gets us to net zero. We're in a race against time.' DeLuca called on the sector to continue investing in new technologies such as carbon capture, capturing gasses out of the atmosphere using renewable energy and turning it back into fuel. 'These are unlimited feedstocks. And that cost profile of that product, if you have unlimited feedstocks, is actually lower than conventional jet fuel today. But that is a long way off. This is going to take all of us. Airlines alone can't solve climate change.' Meanwhile, Yvonne Moynihan, corporate & ESG officer at European low-cost carrier Wizz Air said in April: 'Radical change needs to happen. Subsidies have to be redirected into renewable energy.' She told Skift that some airlines have included hydrogen in their roadmaps, but that Wizz Air excluded it and instead focuses on "realistic levers.' 'We understand that the most realistic decarbonization levers are ones that we already have, which are improvements in current aircraft and engine technology and SAF. We need to kick start the production of SAF, this is the best chance for airlines to decarbonize,' she added. Additional reporting by Darin Graham What am I looking at? The performance of airline sector stocks within the ST200. The index includes companies publicly traded across global markets including network carriers, low-cost carriers, and other related companies. The Skift Travel 200 (ST200) combines the financial performance of nearly 200 travel companies worth more than a trillion dollars into a single number. See more airlines sector financial performance. Read the full methodology behind the Skift Travel 200. Skift's in-depth reporting on climate issues is made possible through the financial support of Intrepid Travel. This backing allows Skift to bring you high-quality journalism on one of the most important topics facing our planet today. Intrepid is not involved in any decisions made by Skift's editorial team.
Yahoo
27-01-2025
- Business
- Yahoo
Airlines would buy the A380 if Airbus gives it a makeover, Emirates boss says
The boss of Emirates thinks Airbus should make a new version of the double-decker A380. Tim Clark suggested new, lighter materials and more-fuel-efficient engines could make it more viable. "If we were to put $20 billion on the table for Airbus, they'd probably build it for us," he told BI. A revamped version of the Airbus A380 could get orders from several airlines, the president of Emirates told Business Insider. Asked if he'd like Airbus to resume production of the superjumbo, Tim Clark said, "Well, they know we do. I've given them the designs." The "compelling nature" of a four-engine plane remains "quite clear to many, many people," he said. Emirates is by far the largest operator of the double-decker plane, with a fleet of 118. Singapore Airlines is next, with just 13. Airbus ended production of the A380 in 2021 — 18 years after it began. The four-engine plane received 251 orders from 14 customers, with many airlines wary of its high operating costs. But Clark suggested that a modernized version of the A380 could be up to 25% more fuel-efficient. He pointed to lighter and more aerodynamic materials, as well as new engines with the UltraFan technology that Rolls-Royce is developing. The Airbus A380 is "probably the most profitable asset we've got," Clark said, and a more fuel-efficient version would be cheaper to operate and more environmentally friendly. "I believe there is a case," Clark told BI. "The risk-averse nature of my peer group, CEOs, and boards is probably a major inhibitor to that. But if we were to put $20 billion on the table for Airbus, they'd probably build it for us." Airbus did not respond to a request for comment. While some airlines, such as Air France and Thai Airways, retired their A380s during the pandemic, the superjumbo has since seen a resurgence. Lufthansa brought eight of its 14 out of retirement, and Etihad has reactivated six A380s. Global Airlines, a British startup, has acquired one formerly used by China Southern Airlines and hopes to launch commercial flights between London and New York this year. The A380 has been popular with passengers because its size offers more comfort, and it's quieter than other wide-body jets, especially for those seated on the upper deck. Its mammoth size has also allowed airlines to install luxurious amenities, such as Emirates' bar and shower for first-class passengers. But its huge capacity of about 500 passengers means it needs to be used on very popular routes. This works well for Emirates' hub-and-spoke route model — which connects passengers to destinations around the world via Dubai — but less so for others. Airbus did not get any orders from airlines in North or South America, for example. Yet Clark said the A380 could be a solution to constraints at some major airports amid rising demand for air travel. "If you look at the demand as it stands for all of us, not just Emirates, all of us today, there is a high-class problem in the making," he said. Clark pointed to increasing passenger numbers at John F. Kennedy International Airport in New York City, in Boston, in Paris, in Frankfurt, and at London Heathrow Airport — where there's been a debate for many years about constructing a third runway to cope with demand. "It's a no-brainer for the aviation community," Clark said, "particularly in the airport world, to see the passengers getting off, say, an Emirates A380, 500 at a time into Heathrow — or join it, empty their pockets in the departure lounge or the fast food or the merchandising — rather than a slot occupied at 50 seats." Read the original article on Business Insider Sign in to access your portfolio
