Airbus chief executive Guillaume Faury has expressed confidence about an air traffic recovery and that travel demand, at least, for single-aisle flights will return to pre-crisis level "around 2023". Speaking on Eurocontrol's Aviation Straight Talk on 30 March, Faury acknowledged that "not everything is clear" about the timing of a recovery and what long-term impact the pandemic might have on future travel demand. "Everybody is trying to figure out what this new demand will look like," he says. "It is reasonable to say [demand will be] not very different to what it was before, and the time it takes to be back to 2019 figures is really what we are trying to understand better."Despite the uncertainty, Faury predicts that a recovery in single-aisle flights is "probably going to be around 2023". In regard to widebody flights, he estimates a recovery to take until 2024 or 2025, but admits "we don't really know". "There is more uncertainty how fast and how strong the international traffic will recover," he says. Airbus was "quite lucky" that its decision to terminate A380 production had been made before the pandemic in late 2018, Faury says, "because we saw some acceleration of [market] trends" – suggesting perhaps that a sudden decision to end production might have been more painful for the airframer. The ultra-large aircraft has been particularly affected by the crisis, with most A380s being placed in storage and multiple operators having prematurely retired at least part of their A380 fleets. Earlier this month, Airbus ferried its final production A380 – to be delivered to Emirates – from the final assembly line in Toulouse to Hamburg for interior outfitting and painting. With A380 production now "squarely behind us", Airbus's efforts for the type will concentrate on supporting in-service aircraft "for as long as possible", Faury says. Still, he describes the A380 as providing a "fantastic flight experience" for travellers and suggests it will "probably remain the aircraft of choice for many passengers". Perhaps not just with passengers in mind, he adds wryly: "Sometimes it is more [about] the plane than the destination when it comes to the A380." Among the accelerated trends, Faury sees increased airline demand for single-aisle, long-haul aircraft, and mentions Airbus's sales success in recent years with the A321LR and under-development A321XLR. "The pandemic has probably brought more light on that segment," he says. He highlights the versatility of such aircraft for airlines and predicts that single-aisle deployment on long-haul routes will be a "long-lasting" trend. Noting airlines' use of smaller aircraft amid the pandemic, he says that smaller, more adaptable units give carriers with "more agility" as they can be operated at lower cost than widebodies. "They [airlines] want to have less expensive assets [and] be able to open new routes." Providing versatile aircraft has become more important for the manufacturer than in the past. "There is a huge diversity of airlines around the world," observes Faury. He notes the different pace of recovery across different regions and predicts: "There will be even more diversity… after the pandemic than we had before." Versatility is central for aircraft lessors too, which Faury attributes with playing a "very important role" during the crisis. Lessors maintained Airbus's ability to deliver aircraft, he says. "This was extremely important in this very moment, also for the supply chain." Noting the size of the global fleet of leased aircraft, Faury says that lessor play a growing role for operators and manufacturers alike compared with a decade ago. "They are now really completely part of the industry." He argues it is the lessors' ability to be versatile moving assets between operators that has maintained asset values during the crisis for the benefit of operators, investors and manufacturers. This has been "extremely important" during the pandemic, asserts Faury. "Lessors really play a crucial role in that situation."

After a five-month hiatus, Boeing has resumed 787 deliveries, handing a 787-9 to United Airlines on 26 March. The delivery marks a major step forward for the 787 programme, which has for nearly half a year been overshadowed by fuselage concerns that led Boeing to halt deliveries after October 2020. “We have resumed 787 deliveries following several months of engineering analysis and inspection work,” Being said on 26 March. Boeing has described the fuselage concern as a “skin-flatness” issue affecting the aft section of the jets’, where fuselage sections join. The company has been inspecting the jets to ensure fuselages meet required tolerances, a process that necessitated partial disassembly, in some cases, of the jets’ interiors. “Our commitment to safety and compliance led us to thoroughly examine many aspects of the programme to ensure we continue to deliver airplanes that meet all regulatory requirements and Boeing’s highest quality standards,” Boeing says. The 787 delivery halt hit amid the pandemic and also as Boeing progressed with transferring all 787 production work to Charleston, South Carolina. The company this year will stop making 787s at its other, formerly primary 787 manufacturing facility in Everett, Washington. The delivery pause caused Boeing to accumulate a stockpile of undelivered 787s, adding to a massive 400-plus stockpile of undelivered 737 Max jets. Boeing’s current inventory of undelivered 787s stands at more than 80. The company resumed 737 Max deliveries in December 2020. Earlier this month, the US Federal Aviation Administration said it was tightening oversight of the 787 programme by assuming responsibility for issuing airworthiness certificates for four specific jets.

Airbus is exploring how superconductors and liquid-hydrogen cooling technology could help manage high electricity loads on electrically powered aircraft at lower weight and voltage than would be possible with conventional technology. Under a newly launched three-year project named "Advanced Superconducting and Cryogenic Experimental Powertrain Demonstrator", the airframer will build and test at its "E-Aircraft System House" in Munich a 500kW superconducting distribution system and motor, which will be cooled with liquid hydrogen. Hydrogen turns into liquid when it is cooled to a temperature below -253°C (20K). The cryogenic system should maintain the demonstrator at temperatures between -243°C and -153°C, Airbus says. Like other aerospace manufacturers, Airbus has been exploring system architectures for full- or hybrid-electric aircraft. But the effects of high voltage to achieve required energy levels for electric propulsion and consequent need for heavy cable insulation have posed a challenge. Under its former E-Fan X project, Airbus was planning to install a 3,000V electrical system onboard a BAE Systems Avro RJ100 flight-test aircraft. One of the regional jet's four turbofans was to be replaced with a 2MW electric fan, powered by a 2.5MW generator which in turn was to be driven by a gas turbine in the aircraft's fuselage and 2t of lithium-ion batteries. But the joint demonstrator project with Rolls-Royce was cancelled amid the pandemic in 2020. Airbus predicts that employment of superconductors in combination with liquid-hydrogen cooling could "at least" halve component weight and electrical losses versus conventional architectures as system voltage could be kept below 500V. The Advanced Superconducting and Cryogenic Experimental Powertrain Demonstrator "will assess electric architectures from several hundred kilowatts to multi-megawatt applications with and without liquid hydrogen on board", the airframer says. Noting that the technology could be adapted to different aircraft-engine configurations, Airbus says the tests will "support [its] making-process for the type of propulsion system architecture required for future aircraft." It adds that the demonstrator "is also expected to support performance improvements on existing and future propulsion systems across the entire Airbus portfolio, including helicopters [and] eVTOLs, as well as regional and single-aisle aircraft". The demonstrator tests will be conducted by the airframer's UpNext subsidiary, which is tasked with exploration of "new products and services that encompass radical technological breakthroughs".