Airbus

Airbus instead of Boeing

by

The tanker aircraft They don’t usually make the big headlines, but without them many military operations simply wouldn’t go as far. They are what allow fighters, surveillance aircraft or strategic transports to remain in the air longer without returning to a base. And that is why, when a European country decides to renew this capacity, the choice matters more than it seems. In a moment of growing tension between Europe and the United Statesthe Italian movement fits with something we have been seeing more and more on the continent: when a mature European alternative exists, some defense programs begin to look more inward. This movement already has figures and a supplier. According to Aero Space Global NewsRome has confirmed its plans to acquire six Airbus A330 MRTT in an operation valued at 1.4 billion euros, with ten years of integrated logistical support included in the package. The purchase will allow you to replace the Boeing KC-767 of the Italian Air Force and closes, at least on paper, a modernization that had previously taken place through another means: that of Boeing KC-46 Pegasus. The choice not only changes planes: it returns the Italian program to a European platform. The A330 MRTT gains weight on the European board The path to the current decision was much less linear than it might seem. Italy began looking towards a continued expansion of its refueling capacity, with the announcement in 2021 of two additional KC-767s. Then came the shift towards the KC-46 Pegasus, which no longer meant adding more aircraft to the existing scheme, but rather replacing it with six units for about 1.1 billion euros. But that plan was not consolidated either: in 2024 it was suspended with a deliberately broad formula, “changing and unforeseen needs.” The abandonment of the KC-46 cannot be explained with a single confirmed cause, because Rome did not publish a closed list of reasons. Aero Space Global News notes that industry reports spoke of costs, uncertainty in delivery times and technical difficulties. And that last part is not minor: the KC-46 had problems in its refueling system, especially with the rigidity of the boom, in addition to limitations in the Remote Vision Systemthe system of cameras and screens that the operator uses to guide refueling, due to image distortion, poor depth perception and sensitivity to changes in light. Furthermore, the A330 MRTT is not an aircraft designed only to refuel other aircraft in flight. Derived from Airbus A330-200 commercial and is conceived as a multi-mission platform: it can transport up to 111 tons of fuel, carry troops, move cargo or set up for medical evacuations. In the Spanish case, we already explained that The model can reach up to 16,000 kilometers and operate with refueling systems using a rigid pole or hose and basket. This dual compatibility is especially useful in Europe, where American and European combat aircraft with different refueling systems coexist. The key here is not only which plane Italy buys, but who it will be able to operate best with from now on. The A330 MRTT has been consolidating itself as a common platform between several European allies, also within the multinational NATO fleet based in Eindhoven. That reduces one of the great frictions of any shared military capability: that each country ends up with systems, training, spare parts and procedures that are too different. In an air refueling mission, where margins are tight and coordination matters a lot, speaking the same technical language can be almost as important as having more aircraft. Spain is already traveling part of that path. The Air and Space Army has three units of the A330 MRTT planned, of which Airbus delivered the first in April 2025 and the second in October of that same year. The comparison is useful because here we do know a detail that in Italy is not yet publicly closed: the Spanish devices came from Iberia and were transferred for later military conversion. That is, we are talking about commercial aircraft converted for resupply and transport missions. In Italy, that point remains open. The technical documentation of the Italian Ministry of Defense indicates thatto allow for a timely acquisition, it is acceptable for the six aircraft to be second-hand military tankers or airline-derived civil aircraft for later conversion, provided they meet the 30-year life cycle requirement. It is an important phrase because it allows us to understand the real scope of what was announced: Rome has already chosen a platform and supplier, but it has not publicly tied the specific origin of the cells. The election, therefore, reinforces the European turn of the program, although it still retains a relevant unknown. Images | Airbus (1, 2, 3) | Air Force In Xataka | The Comac C919 symbolizes China’s aerial dream: the trade war threatens to clip its wings in mid-takeoff

The C919 was born to stand up to Boeing and Airbus. Data shows how close (or far) you are from achieving it

by

If you have made a medium-haul flight in recent years, it is most likely that you have traveled on an Airbus A320 family or Boeing 737 family aircraft. It is the unwritten rule of many of these journeys: two industrial giants and a market that for decades has seemed almost closed to any applicant. China has been trying for years to gain a foothold in that segment with the C919, its single-aisle aircraft developed by COMAC. And the latest data suggests that the project is beginning to leave behind the phase in which it could only be read as a promise. This jump can be seen in the operational data collected by Flight Master and citated by China Dailand. In April, the C919 completed 3,190 flights, 117.9% more than in the same month of the previous year, and some aircraft recorded up to 10.7 flight hours per day. The accumulated figure also helps measure progress: as of April 30, 2026, the aircraft had exceeded 42,000 commercial flights since its entry into service. While the data does not make the C919 an immediate global rival to Airbus and Boeing, it does show that the program is moving forward. Let’s look back for a moment. The C919 made its first flight test on May 5, 2017, was delivered for the first time in December 2022 and officially entered commercial service in May 2023, with a route between Shanghai and Beijing. Since then, its network has gradually expanded until connecting 29 airports: 28 in mainland China and one in Hong Kong. As we can see, this is a domestic expansion, but it clearly no longer plays the experimental role. C919 flies more and more, but still depends on key parts Okay, but how many airplanes really sustain that growth? According to China Daily, at the end of April China Eastern Airlines operated 15 units of the C919, Air China had 11 and China Southern Airlines had 10. The distribution between the three large Chinese airlines reinforces the presence of the model in the local market. However, the figure forces us to put the progress in perspective: the fleet is still small compared to the usual volumes of Western competitors. That is why the key is not only in how many C919s there are, but in what performance they are giving in operation. According to Flight Master, since the beginning of 2026, 88.5% of C919 activity has corresponded to operations with at least four daily sectors. Zhu Keli maintains that the use of the plane is already close to that of comparable models more common single aisle, which translates into a sign of greater maturity in maintenance, crew scheduling and ground services. The limit appears when you look beyond the daily operation. IBA Group pointed out in August 2025 that international certification continues to advance slowly and keeps the C919 largely focused on the Chinese market. The consulting firm recalled that the European Aviation Safety Agency had confirmed in April 2025 that the validation of the plane would require at least three to six years from the technical familiarization phase. This schedule does not prevent the program from gaining volume within China, but it does help to understand why its international leap is more complicated. LEAP -1C, the Western engine used by the Chinese Comac C919 The most delicate vulnerability is in the engine. The C919 that flies today uses the engine LEAP-1C of CFM International, a joint venture of GE Aerospace and Safran, and that dependence has already proven to be more than a technical issue. Last year, let us remember, the geopolitical and commercial tensions they altered the production of the program, with a temporary suspension of the supply of that engine. IBA Group also identifies the dependence on imported engines and avionics as a relevant limitation. China is trying to close that gap with political support, planned production and more control over critical parts. According to SCMPthe national plan for 2026-2030 places among its priorities the increase in production, the stability of the supply chain and the advancement of the CJ-1000A engine, called to reduce foreign dependence on the C919. IBA Group adds that even if that engine enters service later this decade, matching the performance and reliability of Western engines will be a multi-year process. That’s the real measure of the program: the plane is already flying more regularly, but its industrial maturity is still being built. Images | Comac In Xataka | The Comac C919 symbolizes China’s aerial dream: the trade war threatens to clip its wings in mid-takeoff

The flying experience has changed. Airbus thinks it can take it much further with a double bed, bathroom and bar

by

For years, flying has been an experience increasingly split in two. While the economy class has been adjusting space and services, the highest part of the plane has become the terrain where airlines and manufacturers try to mark distances with increasingly exclusive proposals. What we have seen now fits squarely into that logic: Airbus has taken advantage of the Aircraft Interiors Expo 2026 to show how far you think you can stretch that idea in your A350-1000the model with which he wants to take first class to an even more ambitious level. The European manufacturer has set the direction of its cabins for the coming years quite clearly. In the center there is a “Master Suite” for two passengers, located between the two corridors at the front and designed as the most exclusive space of the entire complex. According to Airbus, there would be access to its own bathroom, a changing area, a bar and a double bed. A series of elements and comforts of a much higher level. Of course, it is important not to lose sight of the important nuance: we are not facing an already closed cabin for an airline, but rather a concept whose development has just started. How Airbus wants to remake the A350-1000 first class To make room for this new first class, Airbus has not limited itself to drawing a larger suite within the already existing space. What it proposes is a deeper reorganization of the area located between doors 1 and 2, making the most of that part of the plane to dedicate more surface area for higher category passengers. According to the company, elements that previously took up space in the main cabin, such as sinks or storage areas, would move to a new central module placed just behind door 1, in front of the cockpit door. Access to the crew rest area would also be moved there, with the idea of ​​reducing inconvenience and gaining privacy. That Airbus has chosen this model to develop the idea does not seem coincidental. We are talking about the largest member of the A350 family, a version that, according to the company itself, is seven meters longer than the -900 variant and can accommodate up to 40 more passengers. In its commercial sheet, Airbus presents it as its reference model in the large fuselage market and ensures that it offers 40% more surface area for premium category seats. Added to this is another argument that fits well with this proposal: high ceilings, a spacious cabin and interior proportions with which the manufacturer believes it can further reinforce the feeling of space. Behind all this there is also a fairly clear commercial reading. Airbus maintains that it already there are 10 clients that have chosen first class cabins for their A350s and adds that around five airlines are currently in the customization phase, so they could study incorporating parts of this concept. So everything seems to indicate that the calendar is moving in the long term: Airbus places the possible entry into service of the first elements around 2030. What Airbus wanted to do here goes beyond showing a striking suite or a conceptual fair image. It also lets us see where the company believes the most exclusive part of the cabin can evolve, with more space, more privacy and an even more differentiated service offering. Still, between that vision and a plane operating passengers there is quite a way to go. For now we are dealing with an idea in development, but an idea that helps understand how Airbus wants to strengthen its more premium proposal in the coming years. Images | Airbus In Xataka | Commercial aviation is based on very old aircraft. The Iran war is going to make it even worse

Boeing has surpassed Airbus after years behind. That doesn’t mean I’ve regained control.

by

The rivalry between Boeing and Airbus has been marking the pulse of commercial aviation for decades, but it cannot always be summarized in a simple classification. Sometimes, a piece of information seems to announce a change of era and, when we look closer, what appears is something much less resounding. That’s just what happens with the first quarter of 2026: Boeing has managed to overcome to Airbus in deliveries, yes, but it is worth looking at what is behind that advantage before reading it as proof that the American manufacturer has left its problems behind. The photography. The start of 2026 is based on a clear difference in deliveries: Boeing placed 143 commercial aircraft in the hands of its customers between January and March, compared to 114 for Airbus. The data has weight in itself because it puts an end to a long period in which Airbus had remained ahead of Boeing in deliveries. In practice, the American giant supported this result especially in the 737, with 114 units delivered, while Airbus once again concentrated the bulk of its activity in the A320 family, with 81 aircraft. The Airbus bottleneck. If we want to understand why Airbus has been left behind at the start of 2026, the focus is not so much on a drop in demand as on a supply problem. According to Reutersthe European manufacturer has a traffic jam linked to Pratt & Whitney, one of its engine suppliers, immersed in the correction of around 1,200 units affected by a manufacturing defect. While that process is still underway, the production of new engines slows down and Airbus can advance the manufacturing of those planes, but not always complete delivery at the expected pace until those systems arrive. Reality, in context.. That Boeing has closed this quarter ahead, in any case, does not mean that it has resolved the core of its problems. Let us remember that the manufacturer comes from years marked by the 737 MAX crisis, triggered by the accidents of Lion Air Flight 610 and Ethiopian Airlines Flight 302in which 346 people died, and for the subsequent stoppage of that program. Added to this are more recent difficulties: Boeing already warned last month that 737 production will slow while it addresses certain wiring issues. Before this long cycle change, Boeing’s position on deliveries was very different. In January 2018, Boeing reported that it had closed 2017 with 763 commercial aircraft delivered, a record for the industry at the time and its sixth consecutive year leading this field. That year also left 912 net orders valued at $134.8 billion at list prices and a portfolio of 5,864 aircraft. Seen from today, that starting point helps to better measure to what extent the balance between both manufacturers changed in very few years. The context is not so far away: It is worth remembering that this rivalry left another very significant milestone in October 2025, when the Airbus A320 became the most delivered aircraft in history by surpassing the Boeing 737. That was not just a symbolic matter: it reflected the extent to which the problems of the 737 MAX had altered Boeing’s trajectory and the extent to which Airbus had managed to keep up with the A320neo family. The next industrial duel: If we project our gaze a little, the board also begins to move at another very specific point: the future entry on the scene of the 777X. Boeing plans to deliver it in 2027 as a late competitor to the A350, after accumulating delays that are already part of the program’s recent history. For Boeing, this arrival could be important because it would open a new opportunity to rebalance forces in the long haul. But Airbus also continues to move forward. Images | Tienko Dima | Jan Rosolino In Xataka | Commercial aviation is based on very old aircraft. The Iran war is going to make it even worse

Spain has many options to manufacture the successor to the Airbus A320. We have advantages that our neighbors do not

by

Airbus is going to have to make a very relevant decision within its business in the next decade, and that may affect Spain more than we think, although in a good way. We are referring to where the aeronautical giant will manufacture the successor to the A320, the best-selling single-aisle aircraft in the world. In this sense, Spain is running as a strong candidate, and even the CEO of the group himself counted that the country has ballots for it. Why this decision matters. The A320 is Airbus’ star product, the one that moves the bulk of its deliveries and the one that competes directly with Boeing in the highest volume segment of all commercial aviation. The program that replaces it will define Airbus’ industrial roadmap for decades, so the country that houses all its technological knowledge, investment and employment can give itself a good tooth in the teeth. In this context, Guillaume Faury, CEO of Airbus, counted during his meeting with the media at the Getafe plant that “Spain has many cards in its hand to attract these investments.” Where is Spain today? Airbus currently has eight centers and around 14,000 employees in Spain. The largest of them is the Getafe plant, the company’s headquarters in the country and its largest industrial facility in Spain, with nearly 10,000 workers. Added to this is the Illescas factory, specialized in carbon fiber structures, which would soon benefit from the A350 production increasegoing from 5-6 units to 12 in 2028. There is also a relevant presence in Albacete and Seville. “Basically all the activities we have in Spain are growing,” counted Faury. Advantages of Spain. Faury recognized that Spain presents “some competitive advantages over other European countries”, among them the progress in renewable energies, which can help contain energy costs, one of the factors that most concern the group on a continental scale. The CEO claimed also that Europe pays between 2 and 2.5 times more for energy than the United States or China, being a gap that hinders the competitiveness of this industry on the continent. Therefore, in this context, Spain can be a great asset for the company. Added to this is a supply chain with years of experience, qualified labor and a good relationship with the Government, according to Faury himself. But not everything is won. For Faury, the conditions that Spain must continue to meet for the award to be possible include competitive labor and energy costs, a reliable supply chain and a good availability of workers with the appropriate qualifications. He also warns that the challenge of competitiveness cannot be addressed only from a national perspective, but rather a European one. “If we want to keep the industry in Europe in the long term, we have to simplify the regulatory framework and guarantee affordable and available energy,” pointed out the CEO. Consider In this sense, we must “take the bull by the horns” in the face of a situation that he described as urgent. Cover image | Gabriel Goncalves In Xataka | AI seemed ready to destroy skilled employment. A new study with real data says something different: unemployment has barely moved

Airbus Beluga retires after failing in commercial aeronautics

by

Few commercial airplanes that have flown through the sky have had a shape as particular as the Airbus Beluganamed after that snout so similar to that of the cetacean from which it takes its name. However, despite escaping the perception we have of aerodynamic shapes, its lines made all the sense in the world given its function: carrying large pieces, specifically airplanes. It was an essential aircraft for making airplanes in Airbus logistics. The beluga became small. With a capacity With a load of 47 tons and space to accommodate items up to 30 meters in length, the A300-600ST had the capacity to accommodate one wing per trip. However, in the new BelugaXL two wings fit. The company explained that with an increase in manufacturing and your just in time logisticsthis change represented a before and after in the efficiency of its logistics. For example, for operations such as taking the wings manufactured in Broughton (United Kingdom) to the assembly lines in Toulouse (France) or Hamburg (Germany). By increasing the production rate, with the old Belugas they needed either more ships or more flight hours to meet deadlines. So the half-dozen BelugaXLs became the official ships for Airbus logistics. Airbus infographic to explain the second life of the BelugaST The second life of the Belugas. Designed for last about 40,000 flight hours and with entry into service in 1995, around 2022 Airbus estimated that these units retired for their own logistics still had up to 20 years of life left, so he gave them a new mission: to be delivery planes through the new cargo airline that created for the occasionAirbus Beluga Transport (AiBT). In November 2023 obtained their air operator certificate to operate. In this way, they would cover a specific niche: high-capacity air delivery, aimed at transporting satellites, aircraft engines, helicopters or heavy machinery. The timing was ideal as the enormous Antonov An-124 Soviet containers that were traditionally used for this type of distribution had been recovered for the conflict between Russia and Ukraine. The market did not think the same: approximately a year later closed the business due to lack of demand. Only one remains operational. Of the five BelugaSTs that existed, only one remains in service: the one with registration F-GSTC “3”, the rest have been retired or are awaiting destination. The first (registration F-GSTA “1”) was retired in Bordeaux on April 21, 2021, the same city in which the F-GSTB “2” said goodbye on December 18, 2025. The F-GSTD “4” retired in Toulouse on September 17, 2025 and the fifth said goodbye in Broughton on January 29. The F-GSTF “5” is the only one of which we know a clear destination– will become an interactive classroom for STEM studies in the UK. Spain repeats mistake. As happened with his predecessor, Super Guppyit seems that Spain will not keep any Beluga either. At the time he was due for a Super Guppy, but they ended up rejecting it due to lack of space at the Getafe Air Museum. The plane was sold to NASA and still flies. The prototype of the A400M that was in Seville did not have any good luck either: ended up scrapped while its brothers are on display at the French Aeroscopia museum or at the Airbus factory in Bremen. In Xataka | The triangles on the plane window are not for decoration: they are a quick way to check that the flight is going well In Xataka | We believed that everything happened because of the new fighters. The F-16 has been in the air for 50 years and continues to sell like hotcakes Cover | Brian Bukowski CC BY-SA 2.0 via Wikimedia Commons

A Spanish company is at the center of the new A320 headache. Airbus must inspect hundreds of planes

by

At the heart of the A320 program, a recent discovery has triggered a wave of attention aimed squarely at a Spanish aerostructures supplier. This is a quality problem in fuselage panels that Airbus has decided to address with a large-scale inspection campaign, at a time when every delivery counts. According to Airbusthe episode has not affected flight safety, but it has opened a new front for the European manufacturer and for part of its industrial chain, especially in Andalusia. The manufacturer has confirmed that the origin of the situation is in metal panels of the A320 front fuselage that have thicknesses outside the specified values. According to industrial presentations consulted by Reuters, in some cases pieces that are too thick or too thin have been detected, forcing each potentially affected aircraft to be inspected. Airbus insists that flight safety has not been compromised and that inspections will determine which planes need intervention. Impact on the fleet. Data shared with operators and cited by Reuters raises the number of aircraft that will undergo inspection to 628, a figure that reflects the industrial scope of the process. Among them there are devices already in service and others on the assembly line, including a group that was due to be delivered in 2025 according to industry sources. This volume forces plant tasks to be reorganized while Airbus prepares the specific procedures that airlines must follow depending on the status of each unit. The adjustment that Airbus communicated on December 3 makes it clear that the quality problem has fully hit its delivery expectations for 2025. The manufacturer now sets its objective at “around 790” commercial aircraft, a figure lower than the initial forecast of about 820 units, according to data provided to Reuters. The cut shows the direct effect of the technical reorganization triggered by the A320 inspections and marks a notable change in industrial planning for next year. Inspections and recent context. The manufacturer maintains that the process will allow it to precisely identify which aircraft need intervention, insisting that this quality problem does not affect flight performance. Reuters points out that the inspections are relatively quick, while The Air Current estimates that repairs could take between three and five weeks. All this occurs after the massive update applied to more than 6,000 Airbus aircraft, motivated by a software vulnerability triggered by episodes of intense solar radiation. Who is Sofitec? Founded in 1999 and based in the Andalusian aeronautical hub, Sofitec is dedicated to the design, manufacture and repair of metallic and composite aerostructures for international programs. Its evolution has been accompanied by investments in engineering, final processes and facility expansions, which has consolidated it as a relevant supplier for the A320 family. Bloomberg identifies the company as one of the suppliers of the fuselage panels that require inspection, which explains its presence at the center of this industrial episode. Union accusations. Bloomberg revealed that the UGT FICA Sevilla union has reported to Airbus the existence of alleged irregularities in several internal Sofitec processes. In a letter addressed to the CEO, the union claims that dates were falsified at certain stages of production and that expired paints and sealants were used, in addition to unauthorized repairs being carried out on carbon fiber parts. Airbus said it acted in accordance with its internal quality procedures but declined to comment on the specific allegations, while Sofitec did not respond to requests for comment. The episode leaves several unknowns open for the European manufacturer and its supply chain. Airbus now faces a technical reorganization that will coexist with its delivery commitments and the usual scrutiny of airlines and regulators. For Sofitec, the situation means being under unusual visibility and managing it while the inspection campaign progresses. The Andalusian aeronautical sector, which has been consolidating its international presence for years, is watching the process carefully, waiting for the reviews to definitively limit the scope of the problem. Images | Airbus | Sofitec In Xataka | SpaceX is known for its rockets. What is less known is its growing and striking fleet of aircraft

The overhaul of 6,000 Airbus A320 aircraft is a disturbing reminder that our technology is at the mercy of the Sun

by

Airports around the world have once again plunged into chaos of red screens and canceled flights. Airbus and EASA They have ordered an unprecedented technical stoppage of 6,000 A320 aircraft to apply a patch that prevents “data corruption in the ELAC computer.” Behind this technicality lies a disturbing reminder that all of our digital technology is at the mercy of the Sun. The more advanced, miniaturized and efficient our infrastructure is, the more vulnerable it becomes to space weather. Anatomy of a “bit flip”. On October 30, a JetBlue Airbus A320 covering the route between Cancun and Newark made a sudden downward pitch without the pilots commanding it. A manufacturer inquiry revealed that the culprit had been a high-energy particle: a neutron generated by the interaction of the solar wind with the atmosphere that impacted a memory cell of the ELAC (Elevator Aileron Computer) computer with enough energy to change the voltage of a microscopic transistor from 0 to 1. This phenomenon known as a “bit flip” caused the L104 version of the Airbus software to interpret that the plane was in a dangerous situation (such as a stall). The computer did what it was programmed to do: “save” the plane by lowering the nose to gain speed. But the problem was not the hardware itself, but rather the software logic, which in this version does not have the necessary immunity to discard corrupt data. Hence, it does not affect all aircraft, and the solution is to apply a patch. The price of Moore’s law. 30 years ago, transistors were macroscopic bricks that required a lot of energy to alter. Today, microprocessors in airplanes (as well as those in cars and cell phones) have transistors on the nanometer scale. They are so sensitive that a minor solar storm, like the one on October 30, which was classified as G1, has the potential to wreak havoc that we previously only expected from catastrophic solar stormslike the Carrington event. It is the price that we pay for Moore’s law– As transistors become smaller and operate at lower voltages, less power is required to disturb their state. A precedent called Qantas 72. While the JetBlue Flight 1230 case has ended up affecting an unusual number of aircraft, industry veterans have had a déjà vu. In 2008, Qantas Flight 72 (an Airbus A330) experienced a similar nightmare over the Indian Ocean. The plane abruptly lowered its nose twice without warning, throwing passengers against the cabin roof. The Australian ATSB investigation concluded that one of the aircraft’s inertial reference units had been hit by cosmic rays, causing it to take an angle of attack of 50 degrees. The difference is that today we have thousands more planes in the sky, more dependent on automation, and operating under a 25 Solar Cycle which is proving to be more active than anticipated. Beyond airplanes. The Sun had already sent us a warning about its new maximum in 2022, when SpaceX lost 38 of 49 Starlink satellites just released. Not due to electronic failures, but thermodynamic ones. A solar storm increased the density of air in the Earth’s atmosphere, slowing satellites in low orbit until they fell. It was a minor storm, but enough to cost millions of dollars. The satellites are more exposed to solar radiation and are especially sensitive to geomagnetic storms. On Halloween night 2003, the Sun played trick-or-treating, causing a 30-hour crash in the FAA’s WAAS system, which is vital to GPS landing accuracy. If that were to happen today, with the current reliance on GNSS for everything (from Uber to banking transactions), the impact would be incalculable. Will there be another Carrington event? The most disturbing thing about the technical report on the A320 is that the triggering event was a level G1 geomagnetic storm, classified as minor. The scale goes up to G5, classified as extreme. In 1859, the Carrington Event fried telegraph networks around the world. If a storm of that magnitude hit the Earth today, we wouldn’t be talking about updating the software of 6,000 airplanes. We would be talking about the possible loss of entire GPS constellations, massive physical damage to the electrical grid and a paralysis of global transportation for weeks or months. We’ve built a civilization on extremely fragile silicon scaffolding, and our host star has a bad temper. Hence, space meteorology has ceased to be a scientific curiosity and has become a first-rate mission to predict solar storms and prepare satellites, astronauts and electrical infrastructure on the ground for any possibility. Today was a software patch, tomorrow we may need to rethink how we harden all of our technology. Image | ESA, Airbus In Xataka | Airbus has launched an urgent alert for the A320, the most delivered aircraft in the world: “operational interruptions” are looming

Airbus has launched an urgent alert for the A320, the most delivered aircraft in the world: “operational interruptions” are looming

by

If you are about to take a short or medium-range flight, such as the one that connects Madrid and Barcelona, ​​Paris with Rome or Berlin with Prague, you may want to look carefully at the ticket and check what model of plane you are going to travel on. It’s not about worrying, because air transport remains by far the safest meansbut it is important to understand that a very relevant part of these journeys is made on airplanes Airbus A320. And precisely that model, the most delivered in history, is at the center of a preventive alert that could lead to specific delays, aircraft changes or operational readjustments in the coming days. Airbus has recognized thatafter analyzing a recent event on an A320 family aircraft, detected that intense solar radiation could corrupt data essential for the operation of the flight control system. The company identified that this risk could affect “a significant number of aircraft currently in service.” For this reason, it has asked airlines to apply immediate preventive measures, including software or hardware protections, with the aim of guaranteeing operational security. An unexpected descent in mid-flight. Reuters, citing industry sourcespoints to a JetBlue flight as a possible origin of this technical review. It was a route between Cancún and Newark, on October 30, which recorded a sudden loss of altitude and a flight control problem. Several passengers were injured and the aircraft had to divert and land in Tampa. The case is being investigated by the US authority, although it has not been officially validated as triggering the alert. The response of the authorities. After receiving the results of the analysis from Airbus, the European Aviation Safety Agency has issued an emergency airworthiness directive which establishes that, if an affected flight control system component is identified, the correction must be applied before the next flight, following the manufacturer’s technical instructions. The document also prohibits reinstalling components that have been classified as affected. It does not mean grounding the entire A320 family, but it does force airlines to take immediate action and adjust the scheduling of their operations when necessary. European Aviation Safety Agency Emergency Airworthiness Directive When the Sun affects flight systems. Airbus explained that certain levels of intense solar radiation can alter data essential for the operation of flight control, something rare, but which requires additional protection. In aviation, these situations do not imply a failure of the aircraft, but rather the need to reinforce the systems to prevent external interference from affecting sensitive components. Hence the importance of applying software or hardware updates that ensure that, even in exceptional conditions, the system’s behavior is stable and predictable. European Aviation Safety Agency Emergency Airworthiness Directive The most present plane in airports. The Airbus A320 is not only familiar to passengers, it is also the model with the greatest real presence at airports. According to manufacturer datathere are about 11,300 A320 family aircraft in operation, of which 6,440 correspond to the A320 model. In October, This family surpassed the Boeing 737 as the most delivered aircraft in historywith 12,260 units officially delivered since its entry into service in 1988. In aviation, deliveries do not refer to orders, but to aircraft completed, certified and already in the hands of an operator. Present on the most common routes. The Airbus A320 is not only a very widespread aircraft, it is also the one carried by many passengers without knowing it on common routes. Flightradar24 identifies it as one of the most used models on short and medium range flights within Europe, and also in other parts of the world. Routes such as Madrid–Barcelona, ​​operated by Iberia with Airbus A320, are frequently carried out with this model. This constant presence means that any preventive measure can have visible consequences in daily operations, even on routine journeys. How it can affect you as a passenger. The directive does not imply that Airbus A320 flights will be canceled across the board, but it does mean that airlines must adjust their programming while applying the indicated technical measures. Airbus recognizes that these recommendations “will cause operational interruptions for passengers and customers,” which in practice can translate into aircraft changes, specific rescheduling or delays. Therefore, as we pointed out from the beginning, it is advisable to check the status of the flight until the last moment. Commercial aviation is not the safest means of transportation by chance, but because it operates under a very strict technical and regulatory framework. In this context, instruments such as the emergency airworthiness directive allow us to react quickly when a possible risk is identified, as has happened in this case with the A320. Airbus, the European Aviation Safety Agency and airlines are implementing preventive measures while the fleet continues to operate, in a constant balance between service continuity and enhanced safety. Images | Miguel Angel Sanz | Screenshot In Xataka | The Comac C919 symbolizes China’s aerial dream: the trade war threatens to clip its wings in mid-takeoff

Five years ago, Airbus promised a zero-emission aircraft. Now it’s not so clear

by

The transport sector has been fighting for some years against a great enemy: its own CO₂ emissions. According to the European Environment Agency, this sector was the responsible of approximately 30% of emissions. And, of the total of these emissions, civil aviation represented 13.4%. The answer? The electrification in the case of land transportsomething that has been evolving at a good pace. In the case of commercial aviation, electricity was not opted for, but for hydrogen. The European Airbus was one of the companies that first jumped into the pool with a commitment to achieve the decarbonization goals with which the European Union seems to be very committed. Your proposal: hydrogen-powered zero-emission aircraft. That was the proposal in 2020 with a view to being achieved by 2035, and the prototypes of some companies they seemed hopeful. However, hydrogen has not done as well as many expected and the consequences are there: where it said “I say”, it says “Diego”, and now Airbus is not so clear that your zero-emission plane arrives on schedule. Airbus, its “green” plane and the turnaround of the industry Airbus’s proposal was extremely ambitious, since its hydrogen-powered aircraft would mark the greatest aeronautical revolution since the appearance of the jet engine. The idea was have hydrogen planes in the air by 2035for which presented three concepts: A turbofan for 200 passengers and 3,704 kilometers of range. A turbofan mixed wing model also for 200 passengers and 3,704 autonomy. A turboprop for 100 passengers and 1,852 kilometers of range. Its roadmap included the design of gas turbines with fuel injectors for hydrogen combustion to occur, but also models with completely electric systems powered by hydrogen fuel cells. They invested 1.7 billion dollars in the projectbut things began to go wrong both for Airbus and for the hydrogen industry as a vehicle “engine.” Germany is a good example of the difficulties of hydrogen as a fuel, at least for private vehicles. By the end of 2024, the main hydrogen station operator began to close facilities because there was no demand. The German Association of Energy and Water Industries itself revealed in a report that planned storage projects were significantly behind projected demand. For the private car, it seems that electrification has won the game, but in other types of vehicles such as trucks, buses or airplanes themselves, this fuel seemed to continue to be a valid option. At the beginning of this year, however, Reuters reported that Airbus was having problems obtaining green hydrogen. There is many types of hydrogen and their colors indicate how they have been obtained. What the sector needs is the so-called green hydrogen, which is produced thanks to renewable energies such as solar or wind. It is a process that needs a lot of investment and the company’s CEO doubted that enough could be produced to make commercial flights with hydrogen aircraft profitable. They did not shelve the project and, in fact, at the Airbus 2025 Summit reaffirmed their engagement, but soon after it seems they thought better of it. As we read in The Wall Street Journalthe company cut the budget allocated to green hydrogen airplane research by a quarter. Citing “technical challenges,” the company has reassigned staff other departments and the engineers responsible for the project appear to have gone back to the planning table. It is not a “never will arrive”, but it does seem to represent a slowdown in the plans that would imply that they would not arrive with that plane by 2035. In fact, in TWSJ they comment that Airbus defends that the money has not been thrown away and that delaying the project will allow the technology to be perfected. “Our destiny has not changed, but we need to adjust to reality to get there,” commented Bruno Fichefeux, head of future aeronautics programs. But it is not only Airbus that has taken a turn in its green policy. At the beginning of this year we saw that large oil companies began to stop or cut investment in their renewable energy programs to refocus on fossil fuel production. In this case it is not because the technology is green, but because there is an entity that has appeared on the board that requires large amounts of energy immediately: the data centers for AI training. Returning to hydrogen aircraft, although Airbus has put the brakes on its strategy, assuming a delay of five yearsthere are other companies that had a similar roadmap. For example, ZeroAviawhat’s next committed with hydrogen-powered flight and that has several models programmed in its roadmap, with 200-seat aircraft by 2040. Images | ZeroAviaAirbus In Xataka | The plan to clean the air by capturing CO₂ has just received a blow of reality: the Earth does not have as much space as we thought

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.