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Etihad Airways is exploring a novel way to get around persistent supply bottlenecks that have long bedevilled the aviation industry: buying components like seats in bulk and then storing them in a local warehouse until they’re needed.The Abu Dhabi flag carrier is undertaking a $1bn retrofit of its existing fleet because new aircraft are delayed. But matching the delivery of seats among the most complex cabin elements with the upgrade cycle of a plane could quickly prove impossible given suppliers have been notoriously unreliable in sticking to their schedules, Etihad Chief Executive Officer Antonoaldo Neves said.“I cannot just park five, six, seven planes and destroy my network just to retrofit the planes, it’s going to be too expensive,” Neves said in an interview in New York. “We say, look, give me all the seats to retrofit about 50 planes in three months and I store the seats, and use them when it doesn’t hurt my network to pull those planes out of service.”Etihad’s considerations show how the aviation industry is trying to navigate one of the biggest impediments to growth: slow delivery of aircraft. Airbus SE and Boeing Co have for years struggled to get their production lines back on track, held back by component shortages and quality lapses on the factory floors. That’s forcing carriers to fly older kit for longer and requiring costly maintenance or cabin upgrades to keep the jets fresh.Customers are still waiting for new jets like the Boeing 777X that is half a decade behind schedule. Airbus has also had trouble meeting delivery goals, while Boeing has started improving output again after years of upheaval.Emirates is spending $5bn refurbishing existing jets like the jumbo Airbus A380 and the Boeing 777 to bridge delays with new models on order, particularly from the US manufacturer. Those overhauls have also been tied up by delayed parts availability, forcing airlines to ground a number of aircraft, cancel flights or charter short-term capacity.Touching up the cabins with new seats has become an important marketing tool for carriers, particularly as more travellers migrate to more expensive seats like premium economy or business class. While economy class bookings are slower in some markets, Etihad is seeing continued demand for premium travel in key geographies such as the US, Europe and Middle East. That makes it harder for the airline to stand down planes, Neves said.Neves said it’s not just supply bottlenecks holding back output. Certification requirements by authorities like the Federal Aviation Administration and its counterpart, the European Union Aviation Safety Agency, are also causing delays that are increasingly affecting growth plans.“Certification has not improved, it’s a frustration,” Neves said. “Everything’s taking too long, we don’t have time for that, the customer cannot wait.”The airline reported record profit of 1.1bn dirhams ($306mn) for the first half of the year, driven by both passenger and cargo demand. While state-owned Etihad is ready for an initial public offering, the decision of whether and when to go public is in the hands of the shareholder, Neves said.As part of its plan to cash in on the continued demand for premium flying, the airline is bringing back two more Airbus A380 double decker jets, Neves said. The Etihad aircraft features the so-called Residence, a three-room layout featuring a double bed, living area and shower cubicle.Etihad had previously planned to permanently retire the four-engined behemoth for smaller, more nimble planes but now already has seven back in service. The airline has shifted the aircraft to Toronto from New York because of capacity constraints at that location, though Neves said he’d like to return the A380 to US destinations eventually.The national carrier expects to almost double its fleet to 200 aircraft in the next four or five years, Neves said. Still, the airline doesn’t plan on placing mega fleet orders, and will instead pursue small aircraft purchases as and when it needs them, the CEO said.The airline doesn’t expect the exit of Wizz Air Holdings Plc from Abu Dhabi to impact traffic into its main hub. Neves said that other airlines, including its venture with Air Arabia PJSC, will add more than twice the traffic into the airport than Wizz is pulling out.

Singapore has pledged to strengthen aviation safety practices around in-flight turbulence after two accidents last year that resulted in one fatality and multiple injuries.Severe turbulence will now be classified as a state-level operational safety risk, alongside runway incursions, mid-air collisions and system failures, the Civil Aviation Authority of Singapore said in its Singapore National Aviation Safety Plan for 2025-2027, released on Wednesday.The report identified 45 actions to bolster safety around operational and emerging risk areas. Of the accidents logged by Singapore in 2024, turbulence ranked as the highest. In an earlier safety plan for 2022-2024, turbulence was mentioned mainly in the context of training and operational awareness, not classified as a priority risk area in its own right.In May last year, one person died and scores of passengers suffered serious injuries when a Singapore Airlines Ltd flight from London to Singapore encountered severe turbulence over Myanmar. In September, one passenger and one cabin crew were injured on a Guangzhou-bound flight that ran into turbulence over Hong Kong. Investors continue to probe the cause of the May accident.In the immediate aftermath of that first incident, airlines worked to implement a variety of measures including drilling flight crews on turbulence-related scenarios and enhancing forecasting and detection systems.Midair instability is becoming a more common hazard for carriers and passengers as rising global air traffic density means more planes flying in crowded skies, often through the same storm systems. Climate change is another factor: warming temperatures at cruising altitudes are strengthening jet streams and creating conditions linked to more frequent episodes of so-called “clear-air turbulence.”Some of the recommendations made by CAAS in its latest safety plan were around enhancing the accuracy of meteorological information, improving advance turbulence forecasting and on-board detection systems, sharing real-time turbulence data globally and adopting wider use of modern weather radar and turbulence awareness applications for pilots.“The recent spate of serious aviation safety incidents around the world is a timely reminder that we must stay vigilant and not take safety for granted,” Han Kok Juan, CAAS director-general, said. “The National Aviation Safety Plan is a call to action for the Singapore aviation sector to work together to ensure aviation safety as we position ourselves for growth.”

The shortage of air traffic controllers keeping watch over America’s skies prompted the Federal Aviation Administration to embark on a massive recruitment drive.Now, the FAA has another problem: There are not enough instructors to teach all those new recruits the ropes.Teachers at the FAA’s training academy in Oklahoma City, mostly retired former controllers in their 60s, are increasingly required to work from 7am to midnight, powering through with endless cups of coffee they pay for themselves.Although a new labour contract has boosted instructors’ pay and benefits somewhat — many work part time, earning about $46 an hour — their daily grind isn’t getting any easier as an influx of fresh recruits into the academy has put additional strain on teachers, according to shift schedules and emails obtained by Bloomberg News and interviews with eight current academy instructors who requested anonymity as they’re not authorised to speak to the media.July saw the highest number of academy students in the FAA’s history (550), and August and September could top that. Schedules obtained by Bloomberg News show a sharp rise in the number of double shifts required for instructors, most of whom who are employed by the federal contractor Science Applications International Corp (SAIC), not by the FAA. They teach aviation basics, complex air-traffic scenarios and other courses during the recruits’ two months of training.On March 6, for example, just six of the 105 instructors who teach one facet of the academy curriculum and were on duty that day had a double shift. A preliminary schedule for September 2, distributed in late August, showed 42 instructors from the same group assigned to doubles. (That figure could change slightly as schedules get finalised.) While some instructors request double shifts, in order to make as much money as possible in a short period of time, others refuse.“Due to the surge in hiring for the last 4-5 months of FY25, we will be averaging significantly higher student requirements,” Richard Klumpp, a program management senior director at SAIC, said in a July 30 email viewed by Bloomberg News. “We have way more work than we have instructor availability in September thru mid-December.”In the email, Klumpp also expressed his “concern” in having enough instructors “to help reduce the doubles load on the team.” That load results in some instructors “walking around like zombies,” according to one instructor. A spokesperson for SAIC declined to comment.Some of the instructors who spoke to Bloomberg News said they decline to work double shifts out of concern for their physical and mental health. (At least one teacher at the academy is well into his 80s.) Many of them said they don’t need the extra money, as they earned six-figure salaries before reaching the mandatory retirement age of 56 for air traffic controllers and are financially secure. They teach because they enjoy the job and the camaraderie among instructors, or simply to ward off boredom.“Most of the people who work choose to, it’s not because they have to,” said Andrew Hudson, a financial adviser who works almost exclusively with air traffic controllers. “These people just don’t want to sit around all day.”The FAA was short about 3,900 certified air traffic controllers at the close of its 2024 fiscal year in October, and has said it anticipates it will hire about 2,000 controllers this fiscal year after speeding up the hiring process and boosting salaries for trainees. It expects to hire at least 8,900 controllers through 2028, but admitted in a recent workforce report that “the number of instructors at the FAA Academy creates a practical limit” on the number of trainees that can move through the system.US Transportation Secretary Sean Duffy has said he wants to plug the gaps in instructors amid the surge of trainees by using teaching assistants and other “expert educators” who aren’t former controllers. Those other instructors will begin work in a few months after getting hired and trained. The FAA has research showing they can perform the job just as well as former air traffic controllers, but declined to share it.Several longtime instructors, though, said those substitutes can’t provide the know-how that only comes from years of experience as a controller. Academy classes include basic tabletop exercises with model planes along with more technical instruction on the FAA’s air-traffic tracking and management system, known as ERAM. The FAA is also reviewing the academy curriculum, and could make changes that would reduce the number of instructors required for some courses.Some instructors have recently quit, others are considering doing so, and replenishing the ranks isn’t easy as there’s often little incentive for retired controllers to commute back and forth every few months from, say, Florida or New York, to Oklahoma City. Although instructors say they enjoy teaching the next generation of controllers, persuading former colleagues to ditch their grandkids and golf courses to join them can be a significant recruitment challenge.The previous collective bargaining agreement between SAIC and the International Association of Machinists and Aerospace Workers (IAM), the union that represents 317 academy instructors, provided a $60 daily reimbursement for those who didn’t live in Oklahoma City. But that amount only went so far, leading many instructors to rent an apartment in Walnut Gardens, about a 30-minute drive to the FAA Academy.The new labour agreement raises the daily reimbursement to $90 in January and provides 3% wage increases annually over the three-year contract, which works out to an additional $1.40 or so per hour from the $46.73 per hour many instructors earn now. (Those who teach basic courses make less.) The IAM called it a “major step forward” but said “we still have some work to do to help us recruit and retain instructors while improving quality of life for a workforce that has carried a heavy load to meet the mission.”Instructors who work double shifts often don’t get to sleep until 1am, then might need to get back up around 5am to get to the academy during rush hour for a morning class, or another double shift. Many admitted that it’s impossible to give students their“The thing nobody knows about us is we’re all voluntary — we do not have to be here,” one instructor said. “I can quit today and I’m done.”

Beyond the TarmacThe Asia-Pacific region’s aviation industry is back on the growth trajectory.The International Air Transport Association (IATA), the global body of airlines, predicts 9% growth for Asia-Pacific in 2025.Which means, a region that has struggled to shrug off the strictures of Covid-19 is once again posting the highest growth rate in the world.Aviation in Asia-Pacific supports $890bn in GDP and 42mn jobs, with the potential to increase to $2.3tn in GDP and 62mn jobs by 2043.Analysts say rising middle-class populations, particularly in China, India, Indonesia, Vietnam, and the Philippines, are fuelling demand for both domestic and international travel.Asia is the epicentre of global e-commerce (China and Southeast Asia leading), driving robust demand for air cargo and integrated logistics.Asia-Pacific is home to some of the world’s most dynamic tourism markets. Countries like Thailand, Japan, Vietnam, and Australia continue to record strong inbound flows. Analysts believe regional tourism agreements and visa liberalisation policies are expected to boost connectivity.The UNWTO and IATA forecast Asia-Pacific to contribute more than half of global passenger growth over the next two decades.“Most countries have crossed the line of pre-COVID figures and are experiencing increasing air travel demand,” says Sheldon Hee, IATA’s Regional Vice President for Asia-Pacific.“Four of the most populous countries in the world are in our region and all are young, emerging economies with a fast-growing middle class. We are even seeing some significant visa relaxation policies.“But the resumption of growth comes with challenges,” he adds. “The profit margin for 2025 is expected to be just 1.9%, or $2.60 per passenger. Aviation in Asia-Pacific must become more economically robust to meet demand with a high level of customer service delivered cost-efficiently.”Airport and airspace capacity are naturally the main considerations. On the positive side, there are at least 90 new airports under construction or in the planning stage, including significant gateways in Australia, India, and Vietnam. Each is a sign that the relevant government has aviation development on its agenda.“But there is more room for collaboration,” says Hee. “Airlines don’t need over-investment in facilities that would require deeper cost recovery. Development must be calibrated correctly, and airlines must be part of the conversation so that investments are correctly staged.”To assist passenger throughput — especially amid narrow margins — digitalisation in both passenger and cargo operations is essential. Every efficiency will count.Digitalisation and contactless travel centred on IATA’s ‘One ID’ will also be key enablers in enhancing the customer experience.India’s ‘Digi Yatra’, a facial recognition system for verified domestic customers, is leading the way but interoperability will be critical.Meanwhile, airspace is also being upgraded across the region but there is a notable bottleneck in the Bay of Bengal where aircraft get bunched for a variety of factors.The different levels of maturity in this diverse region mean there are also plenty of areas still reliant on older equipment, which leads to inefficiencies on a broader scale.Air cargo is an important part of needed capacity as Asia-Pacific is a major origin point for the booming e-commerce trade. Cargo revenues are often critical to the profitability of a flight, and this is certainly the case in Asia-Pacific.Trade barriers and tariffs could change traditional flows but demographic conditions and the desire to trade more within the region mean there are multiple opportunities for air cargo ahead.Although the outlook remains positive for this sector, there are inefficiencies to address. Paper is still commonplace in the region and optimisation based on the ONE Record has plenty of room for growth.“The industry is also doing a lot of work to make the carriage of dangerous goods (DG), and particularly lithium batteries, safer,” says Hee. “Good progress is being made but this work is especially pertinent to Asia-Pacific given the manufacturing in the region. We must educate the upstream shippers about the need for correct DG packaging and documentation.”IATA said it continues to work with governments and aviation authorities to promote the benefits of aviation and the business case for unlocking capacity.Undoubtedly, Asia-Pacific will remain the fastest-growing aviation region globally, led by China and India. Regional connectivity, tourism, and cargo are estimated to expand strongly.That said, the region’s air traffic management systems need modernisation to handle rising volumes efficiently and safely. Despite expansion, congestion at major airports in the region remains a major concern.