International flight ticket prices rise across the board; Air France-KLM raises prices for all long-haul flights.

According to Le Figaro, airfares have surged over the past two weeks at several airlines. For example, Air France’s economy-class fare from Paris to Pointe-à-Pitre in Guadeloupe—a French overseas territory—rose by approximately €40, from an original price of €447; Air Austral’s fare from Paris to Saint-Denis in Réunion rose by about €30. On average, French airlines have raised fares by 7% to 8%. Air France explained that the increase stems from rising fuel costs and other growing expenses; the Air France-KLM Group has raised prices for all long-haul flights, with specific increases varying by destination and cabin class. This phenomenon is not unique to French carriers. Airlines worldwide—including Emirates and Japan Airlines—are passing on higher fuel costs to passengers, especially those flying internationally. Delta Air Lines stated that a $200 ticket would now incur an additional $15–$20 surcharge, explaining that airlines have little choice: fuel constitutes a primary expense, accounting for 25% of operating costs. The International Air Transport Association (IATA), which represents 190 airlines, reported that aviation fuel prices have risen by 108.7% over the past year—significantly impacting certain airfare levels. Against the backdrop of economic recovery and ongoing international conflicts, fuel prices remain stubbornly high—delivering yet another heavy blow to airlines already severely battered by the pandemic, which caused massive losses in 2021.

Airbus has postponed the development of hydrogen-powered commercial aircraft—how will this affect the future direction of the global aviation industry?

According to Bram Pijls, head of the Climate Integrated Aviation Program at the Netherlands Aerospace Centre (NLR), the aviation industry could benefit if a global hydrogen economy emerges. However, if such an economy fails to materialize globally, hydrogen-powered products are unlikely to be viable on their own—given aviation’s relatively limited economic scale. The Netherlands Aerospace Centre recently updated its environmental protection and sustainability report, ‘Destination 2050 Roadmap’. The update revises projections regarding the economic viability and sustainability potential of various technological pathways for aviation. A notable change in the latest report is the downward revision of hydrogen-related technologies’ projected contribution to carbon reduction. The report states that deploying hydrogen-powered commercial aircraft and transitioning the entire civil aviation sector to hydrogen fuel would account for only about 6% of the total emissions reductions required for aviation to achieve net-zero emissions by 2050—down from roughly 20% in the 2021 edition. Pijls identified three key reasons behind this downward revision. First, the time window has narrowed: the latest report sets the entry into commercial service of hydrogen-powered single-aisle aircraft at around 2040. By 2050, these new aircraft would have only about ten years to penetrate the existing large fleet—drastically reducing their cumulative emissions-reduction impact. Previously, a 15-year timeframe had been assumed. Second, market-share estimates have become more realistic. Earlier reports optimistically assumed hydrogen-powered aircraft would fully replace conventional aircraft on European internal routes under 1,080 nautical miles, wherever conditions permitted. The latest report indicates that even on medium-haul routes, hydrogen-powered commercial aircraft may ultimately capture only about 50% of the market share. Third, efficiency gains have fallen short of expectations. Drawing on recent research findings concerning fuel-cell efficiency and the weight of liquid-hydrogen tanks, the report revised its projections accordingly. Studies show that the overall energy efficiency improvement of hydrogen-powered single-aisle aircraft—compared to conventional or sustainable aviation fuel (SAF)-powered aircraft—is lower than previously anticipated. This efficiency gap arises primarily from energy losses incurred during hydrogen production, liquefaction, and transport, as well as increased aircraft empty weight due to heavier tank structures. Not only Airbus and Boeing, but many airlines too have adjusted their expectations regarding hydrogen-powered commercial aircraft. In 2022, European low-cost carrier Wizz Air signed an agreement with Airbus to jointly explore the operational potential of hydrogen-powered commercial aircraft. This year, Wizz Air released a new net-zero roadmap, in which sustainable aviation fuel (SAF) serves as the primary emissions-reduction measure—contributing over half of the airline’s total projected emissions reductions. Wizz Air also emphasized further enhancements to aircraft technology and modernization of air traffic management. The International Air Transport Association (IATA) continues to champion sustainable aviation fuel (SAF). Achieving the global aviation industry’s 2050 net-zero carbon emissions target relies primarily on a relatively cautious stance toward hydrogen propulsion and other emerging technologies. In its September 2024 ‘Net Zero Carbon Emissions Roadmap 2050’, IATA projects that hydrogen-related technologies and products will directly contribute only about 5% of the emissions reductions needed to meet the 2050 target.

Wizz Air warns of higher full-year costs as fuel headwinds cloud outlook

13 hours ago

Wizz Air forecasts rising unit costs and reported a 66.6% drop in first-half profit due to surging jet fuel prices driven by the Iran conflict. Revenue per available seat kilometre is expected to rise slightly despite the challenging winter outlook.

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Wizz Air warns of higher full-year costs as fuel headwinds cloud outlook

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