Schiphol Airport is implementing a 37% increase in airport charges over three years, driven by high inflation, increased interest rates, and pandemic-related losses. The airport says the charges will rise 41% in 2025, 5% in 2026, and decrease 7.5% in 2027. Airlines will pay approximately €15 more per departing passenger by 2027 compared to 2024 rates. The airport plans to invest €6 billion over five years in infrastructure and quality improvements. "This sharp increase in charges is necessary to invest in the desired quality and sustainability at Schiphol, to improve services to airlines and passengers, and to provide decent working conditions for all people working at Schiphol. In addition, by making it significantly more expensive or even impossible to fly with noisier aircraft and to fly at night, we are contributing to the reduction of nuisance to our neighbours," says Schiphol chief financial officer Robert Carsouw. The new fee structure incentivises the use of quieter aircraft by implementing higher charges for older, noisier planes and significantly increasing costs for night flights by making them three to six times more expensive than daytime flights. Some particularly noisy aircraft will be banned entirely from 2025. To mitigate the impact on airlines, Schiphol is making a €100 million voluntary contribution to reduce potential charges while maintaining operational capabilities. The charges are regulated by the Consumer and Market Authority (ACM) and cannot be used for profit, only for airport operations and improvements.

Singapore Airlines will invest S$1.1 billion ($834 million) to refurbish the cabins on 41 A350-900s that operate on ultra-long-haul and long-haul routes. The airline states that as part of that refit, its seven A350-900ULRs will receive a new first class cabin with four seats. Fleets data shows that the seven aircraft are currently configured with 67 business and 94 premium economy seats. All 41 long-haul A350s will also receive new business class seats "featuring innovative designs that will offer even greater levels of privacy, comfort, and convenience". It adds that the first and business class seat designs will be the same as those that will feature on its Boeing 777-9s, but did not name the supplier nor the models of seats that will be used. More details on the seats will be revealed closer to their planned entry into service. "The new First Class and Business Class seat designs will incorporate thoughtful elements that push the boundaries of comfort, luxury, and modernity, allowing our customers to relax or work effortlessly on board," says SIA chief executive Goh Choon Phong. "Premium Economy Class and Economy Class customers can also look forward to refreshed cabin interiors that enhance their travel experience." SIA Engineering will conduct the refits in Singapore, with the first standard A350-900 to re-enter service in the second quarter of 2026 with 42 business, 24 premium economy and 192 economy class seats, or 258 seats in total. Fleets data shows that the business and premium economy seat counts will remain the same, while the number of economy seats will increase by five. The seven ULR aircraft will start to re-enter service from the first quarter of 2027, and will emerge with four first class, 70 business class and 58 premium economy seats, totalling 132 seats. That is down from 161 seats in their current configuration of 67 business and 94 premium economy seats. SIA adds that the retrofit programme will conclude by 2030.

A study led by Air New Zealand and LanzaJet has found that New Zealand could produce enough sustainable aviation fuel (SAF) from woody waste feedstock to fulfil up to a quarter of the country's aviation fuel requirements. Funded by Air New Zealand and the New Zealand Government, and conducted in collaboration with Scion, Z Energy, and Wood Beca, the research suggests that domestically-sourced feedstock for SAF could contribute hundreds of millions of dollars annually to New Zealand's economy and create numerous regional jobs. It would, however, require significant investment in infrastructure which in turn would require the right policy settings. "The right settings and regulatory environment will be important as New Zealand considers homegrown SAF because it's the only way to secure the necessary global investment," says Air New Zealand chief sustainability and corporate affairs officer Kiri Hannifin. "There is already significant international momentum and in our view New Zealand shouldn't get left too far behind or we risk seeing the flow of capital go elsewhere or our valuable raw materials being swooped up by other markets for their own SAF." The study focused on using LanzaJet's CirculAir production approach which can convert gasified forestry residues into ethanol, which is then further processed into SAF using its alcohol-to-jet technology. A second phase of the study will further explore municipal solid waste as a potential feedstock for this process, with results expected in the coming months. "The good news is that turning woody biomass into SAF is technically possible in New Zealand, and with the right settings, is an industry that can get started fairly quickly. We look forward to completing additional analysis into what other feedstocks, such as municipal household and commercial waste, could be used to make domestic SAF production an even more attractive option in Aotearoa," says LanzaJet chief executive Jimmy Samartzis.