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What’s Happened To Icelandair’s 787 Order?

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Icelandair is known for being an all-Boeing airline with 737 MAX, 757, and 767s in the carrier’s fleet. However, in the mid-2000s, Icelandair placed an order for Boeing 787 Dreamliners and later increased that order before abandoning its plans.

A rendering of a Boeing 787 Dreamliner in Icelandair’s livery. Photo: Boeing

The history of Icelandair’s 787 order

Back in February 2005, Icelandair placed an order with Boeing for the 787 Dreamliner. The airline initially ordered two 787-8s. In 2006, Icelandair grew that order by exercising purchase rights for two more 787-8s.

There were plenty of options for the Boeing 787 Dreamliner. Hannes Smarason, chairman of the Flugleidir Icelandair Group, stated the following when ordering the Dreamliner: 

“The 787 Dreamliner’s unprecedented efficiency, economics, range and passenger comfort are ideally suited for our operations and our commitment to providing superior service to our passengers.”

Icelandair had planned on being a 787 operator but ended up abandoning that idea. Photo: Getty Images

The Boeing press release for the order went further and stated that Icelandair would use the 787 to expand its transfer traffic through Iceland by opening new markets in North America and elsewhere. At the time of the first order, the 787 entry into service was targeted for 2010.

In fact, the manufacturer didn’t deliver its first B787 until a year later in 2011. It seems like Icelandair had lost interest in the B787. The airline sold off orders for three of the planes to Norwegian, and Boeing no longer lists Icelandair as a 787 customer.

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Icelandair has not given up entirely on Boeing

In 2012, Icelandair announced a commitment for 12 737 MAX aircraft. A year later, Icelandair expanded its MAX order to 16 aircraft, including both the MAX 8 and the MAX 9. Icelandair had ordered nine 737 MAX 8s and seven 737 MAX 9s. But, in 2020, Icelandair slashed that commitment by four aircraft.

Icelandair has orders for both the MAX 8 and the MAX 9. Photo: Boeing

Icelandair also operates a fleet comprised of four Boeing 767-300ERs, 15 passenger 757-200s, and two 757-300s. All of these aircraft need to be replaced soon.

Will Icelandair order the 787s in the future?

Icelandair has shown an interest in the past in potentially moving over to Airbus for an aircraft order. As recent as February, Icelandair considered ordering Airbus A321neos amid the uncertainty over the global grounding of the 737 MAXs.

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One of Icelandair’s main problems are the 757s and 767s. Even though the carrier has six MAX aircraft on order, it has over 20 aircraft that would need to be replaced unless it trims its route network– which is not necessarily an impossibility– but would be a massive blow to the number of passengers coming to and from Iceland.

The 757s are the backbone of Icelandair’s fleet. Photo: Getty Images

Thinking ahead, however, to a post-crisis Icelandair, then some issues start to prop up. The 767-300ERs and 757s will reach the end of their profitable lifespans as those jets will all be about 25 years or older at that time. Some of them now are pushing 30 years old, hence a few retirements.

But, in a post-crisis world, Icelandair would be left without a suitable replacement for its 767-300ERs. While the airline could turn to Boeing 737 MAX 10s for fleet harmony to replace its 757s, the 767s simply cannot be replaced by a 737 MAX.

Considering the 767-300ERs, Icelandair has no suitable replacement on order. Photo: Getty Images

One option could be Boeing’s NMA or “797,” but that plane has not been greenlit yet, and it could be a while before Icelandair would receive them and start a fleet renewal plan.

All of this boils down to room for a 787 order. After souring at first, perhaps due to delivery delays, a 787-8 could be the way to go for Icelandair to replace its four 767-300ERs. Whether the airline ever opts for the type in the future, however, remains to be seen. It is not an impossibility, but certainly, one that is improbable, at least over the next couple of years.

About Icelandair

Icelandair is the flag carrier of Iceland, with the airline being in operation since 1937. The airline has a fleet of 35, with 14 aircraft on order. While Icelandair has worked to bring people to and from the island country, its main model is to carry passengers from the US to Europe and vice versa via a stop in Iceland. The airline also offers passengers the option to spend a few days in Iceland and augment their journey with a new experience. 

Do you think Icelandair should have kept its 787 order? Do you believe Icelandair will place an order for the 787 again? Let us know in the comments!

Source: https://simpleflying.com/whats-happened-to-icelandairs-787-order/

Aerospace

Valuechain’s MES solution now integrates PrintSyst’s AI Engine

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Valuechain’s MES solution now integrates PrintSyst’s AI Engine

Today marks an important milestone in the strategic partnership between Valuechain Enterprise Systems and PrintSyst, upon completing the integration of PrintSyst’s cutting edge AI engine, the 3DP AI-Perfecter, into Valuechain’s industrial-grade MES, DNA.am.

The two companies have partnered to develop an integrated MES that will leverage PrintSyst’s world class AI engine, which enables an automated pre-printing workflow and thus assists customers in industries such as Aerospace, Automotive and Defence, to significantly improve their productivity and scale up their 3D printing production.

The integrated Valuechain-PrintSyst solution provides a state-of-the-art smart automation that learns from previous Additive Manufacturing builds and analyses the exact intent for which a specific part is going to be used to comply with industry specifications. It then accordingly suggests printing parameters that will have the highest probability of right-first-time Additive Manufacturing builds, accurately estimates 3D parts costs, recommends on the most suitable materials to be used based on 3D parts’ functional needs and eliminates the need for trial and error. Bottom line, this paves the way for transforming 3D Printing productivity through improved quality, cost and delivery responsiveness.

Tom Dawes, CEO of Valuechain, (pictured above on the right) commented: “Industrial 3D printing has continued to grow over recent months, as companies that initially trialled the technology are looking to scale up. Covid-19 has illustrated the importance of a robust supply chain structure, underpinned by secure collaboration and intelligence. However, many of these companies lack the digital solutions that drive 3D printing productivity while providing a path for an automated, standardized and certifiable digital workflow. Based on our customers’ feedback so far, I am confident that our collaboration with PrintSyst will be pivotal in addressing this critical need.”

Itamar Yona, PrintSyst’s CEO and co-founder, added that “combining our world class AI engine and hands on industry experience, with DNA.am’s leading industrial-grade MES, will step change the manual, costly and unscalable 3D printing workflow. We are now able to take into account multiple additional parameters that exist in DNA.am MES and automatically train our engine so we can provide instant, highly personalised and optimized printing recommendations to our joint customers.”

www.DNA.am

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Source: https://www.aero-mag.com/valuechains-mes-solution-now-integrates-printsysts-ai-engine/

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Paragraf drives electric transport revolution with graphene sensors

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Paragraf drives electric transport revolution with graphene sensors

Paragraf, a leader in graphene-based transformative electronic sensors and devices, is helping to realise an industry first by implementing a supply chain for graphene Hall-Effect sensors used in high-temperature Power Electronics, Electric Machines and Drives (PEMD) within the aerospace sector.

Named High-T Hall, the project stems from the UK Research and Innovation’s (UKRI) ‘Driving the Electric Revolution’ challenge and brings together Paragraf, Rolls-Royce, TT Electronics (Aero Stanrew) and the Compound Semiconductor Applications Catapult (CSA Catapult). It is set to demonstrate how graphene-based Hall Effect sensors can operate reliably at high temperatures, paving the way for more efficient electric engines in aerospace and beyond.

Hall Effect sensors play a major role in monitoring current levels and magnetic fields in PEMD applications, which is critical to monitoring drive power consumption and machine speed and position. The deployment of conventional silicon Hall sensors is, however, restricted to environments with temperatures below 150°C and frequencies below 100kHz, which can constrain system level design. Project High-T Hall aims to demonstrate that graphene-based Hall Effect sensors will operate reliably up to 180°C, and potentially even at temperatures of up to 230°C allowing them to be mounted within the machine or power module enclosure thus  enabling much greater flexibility in the design of new PEMD equipment aligned to Silicon Carbide power devices and higher performance more compact electrical machines. The ability to monitor current levels more accurately and reliably will enable better overall system control, which will in turn reduce size and weight and help design more efficient electric engine systems.

Ivor Guiney, co-founder of Paragraf, commented: “We are extremely proud to be part of this pioneering project that will hopefully lead to better efficiency in all-electric engines and help accelerate the adoption of e-planes and, more generally, electric vehicles. Our graphene Hall Effect sensors have already proven to possess unique cryogenic properties, so their resistance to high temperatures will help demonstrate how uniquely versatile graphene devices are from a thermal standpoint.”

As the lead partner in High-T Hall, Paragraf will design and manufacture custom Hall Effect sensors for integration into the systems of Rolls-Royce and TT Electronics. The CSA Catapult will provide their packaging expertise to develop innovative packaging solutions and advanced assembly process for realising the prototypes. The role of Rolls-Royce and TT Electronics will be to test the Paragraf’s graphene Hall Effect sensors in state-of-the-art, aerospace PEMD applications, with the former pioneering the use of this technology in their upcoming gas turbine product portfolio. TT Electronics will use it to develop a range of modular current sensors for use in rugged aerospace electrical systems to reduce Hall Effect sensor temperature-related errors.

Head of Electronics, Stephen Dennison at Rolls-Royce stated: “Rolls-Royce is committed to playing a leading role in reaching net zero carbon by 2050 and this includes championing sustainable power. This project with Paragraf and the other partners will help develop a resilient supply chain that enables companies to source made-to-measure, innovative electronic components to enhance the efficiency and performance of power, electronics, machines and drives.”

Owen Rolfe, Business Development Director at TT Electronics stated: “Now more than ever it’s important we make a proactive effort to accelerate innovation within the Aerospace supply chain. In this case, higher temperature operation of these sensing solutions has the capability to deliver significant efficiency benefits to power electronics systems and that’s something we’re extremely proud and well placed to support.”

Martin McHugh, CTO and Acting CEO at the CSA Catapult stated: “The aim of project High-T Hall is to demonstrate an integrated UK supply chain solution for advanced Hall sensing within PEMD. This will address the issues PEMDs experience when switching frequencies across a broad range of temperature conditions. We are very pleased to be involved in the sensor test platform and reliability testing on this project.”

The use of a graphene-based Hall Effect sensors in high-temperature aerospace environments could not only be replicated in other industries such as automotive. It may also open new opportunities for other graphene-based electronics, beyond sensors, which can help improve efficiency and performance even further in applications such as the engines of EVs.

Project High-T Hall started in July 2020 and is now due to run for one year. It is funded by UK Research and Innovation.

www.paragraf.com

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Source: https://www.aero-mag.com/paragraf-drives-electric-transport-revolution-with-graphene-sensors/

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Major US Airlines Pause Nonstop Flights To Shanghai

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American Airlines and United are putting their nonstop Shanghai plans on hold, the carriers confirmed Tuesday. Reports on long waits to enter the country and restricted accommodations have given rise to concerns regarding crew rest requirements. Services, including cargo-only, will continue to operate via Seoul Incheon. Meanwhile, Delta Air Lines is reportedly going ahead with nonstop flights to China.

American and United Airlines are pausing their plans for nonstop Shanghai flights due to concerns over crew rest requirements and accommodations. Photo: Getty Images

Both American Airlines and United have halted their plans to fly nonstop to Shanghai in China. Concerns have been raised from unions about reports on lengthy waits for tests upon arrival.

There is also apprehension regarding the government-mandated hotel for crew at Pudong airport, where movement is reported to be severely restricted. These cumbersome procedures take a large chunk out of the federally regulated rest requirements for airline crew.

Crew continues to change in Seoul

American had planned to initiate non-stop cargo-only flights from Los Angeles to Shanghai in December. However, it will now continue to operate the service with a stop in Seoul, South Korea, for a crew change, CNBC reported Tuesday.

Meanwhile, the return journey will go straight from Shanghai to LA. Sources told the publication that American would continue to include stops in Seoul for its flights from Dallas-Fort Worth to Shanghai and from LAX to Beijing.

“We started operating passenger service from DFW (Dallas/Fort Worth) to PVG (Shanghai Pudong) on Nov. 11 through Seoul (ICN) due to testing requirements for crews,” a spokesperson for American Airlines told Reuters. They also added that cargo flights are continuing to operate through Seoul for the same reason.

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United previously eliminated its Seoul stopover on its way to Shanghai but has now added it back to the itinerary. Photo: Vincenzo Pace | JFKJets.com

United adding the stop back in

United Airlines previously flew to Shanghai via Seoul on the way there. However, on October 21st, the airline removed the stop on its San Fransisco to Shanghai Pudong route. Now, due to the same concerns over crew rest time and limited local accommodations, the carrier is adding Seoul back to the itinerary.

“Due to changes in operating conditions, we adjusted service between San Francisco and Shanghai to now include a stop in Seoul, South Korea for a crew change as we did earlier this year,” a United spokesperson said to CNBC.

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Delta, meanwhile, the first US carrier to resume air traffic ties with China, is reportedly going ahead with nonstop services from Seattle and Detroit. Photo: Getty Images

Union making sure Delta’s decision is airtight

Delta Air Lines, however, is, thus far, still going ahead with the reintroduction of direct flights to China’s largest city. The carrier is set to offer nonstop services from both Seattle and Detroit starting this week. As the first US airline to reconnect the US and China since the flight suspension in February, Delta resumed a twice-weekly service to Shanghai in June. Since then, flights have also operated with a stop at Seoul Incheon.

“Delta has shared with us their plan and the logistics surrounding the initiation of nonstop service to Shanghai. Right now, we are studying it to make sure that it is airtight,” the ALPA told CNBC in a statement.

Simple Flying has reached out to the above-mentioned airlines with a request for further comments but was yet to receive a reply at the time of publication.

Source: https://simpleflying.com/us-airlines-pause-shanghai-flights/

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HOP’s Embraer Fleet To Be Rebranded As Air France

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CEO of Air France-KLM Ben Smith has confirmed plans to fully integrate the Hop! brand into Air France. The airline will become a regional feeder for Air France, rebranded in line with the main airline. Smith is targeting a shrink of around 50% for Hop!, which will see it emerge as an all-Embraer airline.

Hop! will become all-Embraer and Air France branded. Photo: Getty Images

An all-Embraer Air France brand

Air France-owned regional airline Hop! has had mixed success as a standalone operator. It’s distinct branding and separate marketing and operations led to inefficiency in the Air France Portfolio, something that the new boss at the group is keen to iron out.

Speaking at this week’s Routes Reconnected, CEO of Air France-KLM Ben Smith explained the position with Hop!. He said,

“For Hop!, we’ve shrunk it by 50%. It’s going to be at Roissy, CDG, and it’s got a sort of mini-hub at Lyon.

“Hop will become an all-Embraer fleet around those two cities or those two airports. We’re removing the brand, so it’s basically like most regional operators’ airlines; it will be Air France operated by Hop!”

While the rebrand is no big surprise, the news that it will become an all-Embraer fleet is new. Right now, the airline operates a mix of Bombardier and Embraer aircraft, with 25 CRJs and 45 ERJs. The CRJ-700s are aging, averaging 16.5 years across the fleet. However, many of the CRJ-1000s are still quite young, most under 10 years of age.

Does this mean an end to the CRJ-1000s? Photo: Getty Images

Also aging is its fleet of ERJ-145s. These 13 aircraft are all over 15 years old, with some as old as 23. Since being grounded earlier this year, none has flown for Hop!. With Smith talking about a 50% shrink, he’s got to be targeting 35 or so aircraft for Hop!. This may well mean only the E-170 and E-190 will stay; perhaps we could even see an order for the reimagined E2 jets in future as well.

Simplifying and boosting efficiency

Smith talked at length about his plans for the main Air France brand, as well as for Transavia and Hop! during the interview. Since his arrival at Air France-KLM in 2018, Smith has been on a mission to drive down the inefficiencies at both airlines, and to streamline every element of its operation.

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We’ve already seen the impact of this in a number of moves. Closing down Joon made sense to Smith, because it was really just replicating the work of Air France to no benefit of the business. The downturn in demand gave him his window of opportunity to get shot of the A380s, leaving future large-capacity widebody operations focused on the more efficient A350 and Boeing 777.

Bringing Hop! more tightly into the Air France brand makes sense from an efficiency perspective. Photo: Getty Images

Bringing Hop! into the Air France family more closely is simply an extension of everything else he’s been doing. It’s not driven by the pandemic, but has certainly become more urgent. He talked about the inefficiencies of running Hop as a separate entity, saying,

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“Hop! was actually marketed separately. It had its own revenue management system, it had its own scheduling depot, and then it would codeshare with Air France. So it’s really going to be a regional feeder carrier.”

In the US, having regional feeders for big airlines at their hubs is normal. Look at American Eagle or Delta Connect, operated by other airlines but with a greater alignment of operations and branding. For Air France, it’s about time – KLM has had Cityhopper for many years, and now both Air France and Hop! will benefit from a similar degree of integration.

Source: https://simpleflying.com/hop-rebranded-as-air-france/

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