Airlines

Airbus Beluga earns its Air Operator Certificate

Airbus introduced its large-scale air cargo service, Airbus Beluga Transport (AiBT), in January 2022, less than two years ago. Airbus Transport International (ATI) is the operator of this service.

However the plan has always been to establish a specialty airline with its own Air Operator Certificate (AOC). After granting the latter, we speak with Olivier Schneider, the head of flight operations at AiBT, and Benoît Lemonnier, the managing director, to find out how this was accomplished and what obstacles are still ahead.

The official transfer of the BelugaSTs from ATI’s fleet register to AiBT’s (leased from Airbus) was the other key tenet of the developing enterprise. There are currently three aircraft in AiBT’s fleet; a fourth is scheduled to be introduced in 2024.

AiBT is initially launching with flights on the current Airbus network. It is imperative that flying crews and ground teams gain experience with short flights contracted by ATI rather than beginning with lengthy, complex worldwide flights. These flights began operating in November, with destinations including Saint Nazaire, Bremen, Hamburg, and Sevilla. This strategy enables AiBT to train all personnel, including the new pilots, and test its internal protocols before it returns to its primary activity of long-haul flights, according to Benoît.

Recruiting and training new Beluga pilots

To close this gap, 12 pilots from ATI have agreed to become captains or first officers for a maximum of three years with AiBT. Following this temporary assignment, these pilots will return to ATI to operate the growing number of A330-200 BelugaXLs.

In the meantime, AiBT is actively seeking pilots from outside the company; nine of them have already been hired, making a total of about 36 pilots needed by 2026.

Airlines

Sanctions & Engine Issues Ground Half of Russia’s A320neo fleet

Russia’s aviation sector, already strained by Western sanctions, faces another setback as nearly half of its Airbus A320neo family aircraft are grounded due to unresolved engine issues.

This development highlights the growing challenges for russia commercial aircraft in maintaining their fleets under the weight of global restrictions and limited access to spare parts.

Out of the 66 Airbus A320neo and A321neo jets in Russia, 34 are now out of service, according to the Kommersant business newspaper. These planes are powered by engines manufactured by Pratt & Whitney, a subsidiary of RTX Corporation.

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The engines are affected by a previously identified defect in the metal used for certain parts, prompting accelerated inspections and maintenance.

Sanctions have compounded the issue, blocking the supply of essential components from major manufacturers like Boeing and Airbus. Without proper maintenance, experts warn that these aircraft may face decommissioning as early as 2026.

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Airlines like S7, which operates a significant portion of these grounded jets, plan to conserve the engines for future use during peak travel seasons. However, reports suggest that over 20 of S7’s Airbus planes have engines that have already reached the end of their operational lifespan. Recently, russia seeks assistance from kazakhstan’s airlines to bolster its domestic flights.

While some A320neo and A321neo planes in Russia are equipped with French-made LEAP engines, which are seen as less problematic, the challenges remain daunting.

The situation underscores the long-term impact of sanctions on Russia’s aviation sector and the increasing difficulties in keeping its modern fleets operational.