It’s that time of year again when I look back at 2024. Welcome to Review 2024.
- Part 1: In the Mirror of Headlines
- Part 2: The Year in Kevin
- Part 3: Kevin in Numbers
In Part 1, we’re looking back at some of the passenger experience headlines as well as other things that caught my eye in the mirror of the year.
And don’t worry – British Airway’s little announcement factors perfectly into a later post.
The new aircraft jamboree continues apace
Whilst there may be supply chain constraints, airlines and lessors have been opening their wallets to order new aircraft, with narrow bodies getting those big orders.
Even if Farnborough was a bit of a damp squib this year in terms of order volumes, there has been some pickup since then, especially at the end of the year.
With supply chains still being tight, and manufactured now working into the 2030s, I’m expecting the order books to remain full for the imminent future.
Boeing’s has been a year of contrition, whilst Airbus has been working on its supply chains. Embraer has been pulling up the rear, whilst ATR has settled into the sub-70 seat market very nicely.
As for COMAC, the C919 rollout continues apace, as does the development of the C929. One for all the other manufacturers to watch.
Seating
Business Class – Two business classes ahead?
From ultra-luxurious to basic controlled seats, we’ve seen a lot in the concept world, with Collins Aerospace/Panasonic Avionics ‘Maya’ at one end…
… And Stelia Aerospace’s Opera Essential is on the other end.
Will this manifest into a market? Possibly. Given the right carrier, Opera Essentials could work.
Just like any premium seat, it needs to be customised to the customer the market – and in some cases, the missions too.
Airlines are continuing to deploy seats with doors like it’s the end of the world, for more passenger privacy, whilst we see the single-aisle solutions take shape – with Iberia going for Thompson Aero Vantage Solo, for direct alise access, and Aer Lingus going for the more classic Thompson Aero Vantage.
I suspect as airlines begin receiving their A321XLRs, we’ll see some other entrants make their debut, as they try to make the space more efficient.
After all, there’s only so much space on any aircraft…
Filling in the Premium Economy Gap
KLM recently completed their Premium Economy rollout on their Boeing long haul fleet, whilst Emirates continues its refit programme to ensure its fleet offers.
KLM Premium Economy Seat – Image, KLM.
As we head into 2025, I expect a few more airlines will jump on the premium economy bandwagon – whilst some will resist and hold out for the bitter end, with two classes being more than enough for their fleet.
Lighter Seats in Economy Class
With the industry obsessing over lower-weight seats (with the promise of them being part of the solution to achieving carbon neutrality by 2050), we’re seeing the deployment of very lightweight seats (some with a base weight of 5kg or so), to reduce that all-important fuel burn.
The best example is the ExpiSeat TiSeat 2X that is rolling out on Air France’s Hop! division, whilst in the long haul markets, the Recaro R3 (nee CL3810) starts operations both with Iberia and Aer Lingus aboard their A321XLR.
Expliseat TiSeat 2X
Recaro R3 seats
With airlines and seat manufacturers looking next at the business class cabin to reduce weight… hopefully, we can see some things paying off.
I wouldn’t hold my breath.
Allegris – at last.
The Lufthansa Group rollout of the Allegris product has gone… about as well as how this author expected.
Allegris Business Class
From the partial launch, where the A350s flew out without their business class cabin installed (with the first aircraft fitted with its premier First Class cabin only seeing front-line service in November), to the certification issues on the Boeing 787 fleet and finally – the charges that Lufthansa is charging for advance seating reservations…
It’s gone as well as I expected… and I suspect we’ll see a similar situation when SWISS Senses rolls out.
The Rise of LEO Connectivity
With airlines starting to migrate away from traditional Ku networks, some have shifted to the more bandwidth rich, but higher latency Ka networks, whilst other airlines have embraced Starlink – as well as preparing to move to Low-Earth Orbit communications, with United Airlines and Qatar Airways being big signatories.
I wrote a little research article, and it’s worth reading about what LEO constellations and connectivity can offer.
We’re also seeing the dream of connectivity on smaller aircraft being realised, with Air Canada moving to install connectivity on some of its Dash8-Q400 fleet, as well as the installation of connectivity on Delta’s regional fleet.
And “Free” connectivity
It seems the business model of inflight connectivity is shifting to offering some sort of free connectivity – be it full-fat internet connectivity, a sponsored session, or free messaging, it’s welcoming to see some airlines realise that the need for connectivity, with Hawaiian Airlines and Delta Air Lines leading the charge.
Even free surfing using a sponsored session.
Just remember – there is no such thing as “Free”. You’ve got to surrender something along the way – normally, your frequent flyer details, or your eyeballs glued to an advert
More Routes, Stronger Networks
We have seen airlines finally pass the point of reestablishing their networks to growing their networks this year, with Ultra-Long Haul being a thing as well as regional growth too, with airlines filing in some of the patchwork of their networks.
Some airlines have been bold (United Airlines autumn push), whilst others have tried a few routes for a few weeks (such as Play). Otherwise have deployed their new aircraft on existing missions, as they await timetable changes (such as Aer Lingus)
With new aircraft due to come on stream, new missions are afoot.
IFE remains a major thing
Screens in aircraft aren’t going away. And that’s something I am grateful for, as on those longer-haul segments, it’s so welcoming to have something to distract the eye, with content still being something airlines need to work on.
Richer mapping solutions are taking hold, with Panasonic’s ARC Maps and FlightMap3D showing their teeth in deployments.
We’re seeing Thales and Pansonic Aerospace’s solutions finally come out of development and into live usage, which offers the dream of 4K video at the seat.
All it will need is the content to match. Therein, is the real challenge I suspect.
People will continue to be stupid on planes
Be it acts of Air Range, Terminal Rage, being enabled by anger, alcohol or entitlement, we’re going to see people continue to be stupid in the air.
Economy Class and Beyond is going to do the thing we do best with these things – not give them the air of publicity. We will continue not to waste even opening a web page, or providing one character in their actions, defence or attack.
Please – be it the terminal or in the air, please be kind to one another. And whilst if you enjoy a drink in the airport, please enjoy responsibly.
Next on the menu
Next up, we’ll have some of my passenger experience views for 2024. Expect a few wooden spoons and more than a few well-done to some airlines.
Welcome to Economy Class and Beyond. Your no-nonsense guide to network news, honest reviews, in-depth coverage, unique research, as well as the humour and madness I only know how to deliver.
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