Boeing’s third 777X airframe has launched on its maiden flight, less than a week after the airframer said its first delivery of the type would be pushed back to 2022. The aircraft, with the tail number N779XY, took off from Everett, near Seattle, shortly before 2pm local time on 3 August, and landed an hour later at Moses Lake, Washington before returning to Boeing Field. The 777X, which is a larger and more efficient version of the 777 currently flying, will be built in two variants, the 777-8 and the 777-9. ”We continue to execute our robust test program for the 777-9, which began flight testing in January,” the company says on 4 August. The Chicago-based airframer adds that it is “pleased with the progress” it is making with the test program, without publishing any further details. This airframe is slated to conduct tests related to the avionics system, auxiliary power unit, flight loads and propulsion performance, Boeing says. It is painted in Boeing’s new “light livery”, which the company adopted in 2018. On 29 July, the airframer said that its first 777-9 delivery is now “targeted for 2022”. Previously, Boeing had said it would begin deliveries of the first variant of the 777X family in 2021. That change marks another significant delay for the 777-9, as it continues its flight test program amid what analysts call the worst aviation downturn in history. The 777X program has already been delayed due to a design issue with the jet’s GE Aviation GE9X powerplants. The first flight of the first 777X airframe took place in late January, with the second following at the end of April. Boeing initially plans to flight test four examples of the 777X - all of the 777-9 variant.

Source: Cirium

Low-cost operator Tigerair Australia will cease operations owing to a lack of demand in the Australian market. Parent company Virgin Australia states that it is shutting its low-cost arm down as “there is not sufficient customer demand to support two carriers at this time”, in an oblique reference to rival low-cost carrier Jetstar. Tigerair Australia has been grounded since March. The move comes as Virgin Australia, itself exiting voluntary administration under new owners, outlines a leaner operation model that will also see it operate only Boeing 737 aircraft. However, Virgin Australia will retain Tigerair Australia’s air operator certificate, “to support optionality to operate an ultra-low-cost carrier in the future when the domestic market can support it”. Fleet data shows the low-cost carrier used to operate a fleet of 15 narrowbodies, comprising nine Airbus A320s, and six 737-800s. Virgin Australia says as part of streamlining measures, it will be disposing of the Airbus aircraft. It is unclear if the 737s will be moved to mainline operations. Tigerair Australia operated a domestic network, flying key trunk routes like Melbourne to Sydney, Brisbane, and Gold Coast. It was grounded in March as part of capacity cuts at parent Virgin Australia. The carrier also cited “expanded travel restrictions imposed by the federal and state governments and territories” to curb the spread of the coronavirus outbreak. Separately, Virgin Australia says it will “review options” for its regional unit, Virgin Australia Regional Airlines, “including different operating models to support continued regional and charter flying”. The regional and charter fleet will remain in the interim while Virgin Australia weighs its options. Perth-based Virgin Australia Regional Airlines operates five A320s, with another in storage. It also has 11 Fokker F100s in operation, with two more in storage.

Source: Cirium

IAG is striving to close the acquisition of Air Europa by the end of this year, undeterred by the impact of the air transport crisis, although it is reviewing the structure of the €1 billion ($1.2 billion) deal in response to the downturn.

While outgoing IAG chief Willie Walsh has previously stated that the “best form of consolidation is when the weak disappear” – underlining his belief that inefficient airlines should not be saved by investors – he stressed during the company’s half-year briefing that Air Europa, even under the pressure of the current crisis, was not among these weak operators, and that IAG believes its pursuit is justified.

“We firmly believe Air Europa will not fail,” he insists. “That has been a fundamental factor in our decision.”

Recovery in the Latin American market will lag that in North America which, in turn, will lag the rest of the network, IAG expects. Air Europa has resumed a number of transatlantic services to Latin American destinations, having also restored several European routes.

IAG chief-elect Luis Gallego says the regulatory clearance for the Air Europa acquisition will depend on formally closing the deal.

The two sides are in “active discussions” over a “potential restructuring” of the agreement, to take into account the crisis, says IAG. It has not disclosed the nature of any possible changes, and whether they include the overall acquisition price.

“We consider that we can have [regulatory] approval if we close the deal before the end of the year,” says Gallego, adding that the strategic rationale remains strong.

“The good thing about this deal is that we are in a solid position,” he says.

“We can think in the medium term and the future and we consider that this [arrangement] is the future of group, the future of Iberia, the future of the Madrid hub.”