Aircraft retirements accelerated in 2006

During the last 50 years, some 22,000 western-built commercial jet aircraft have been produced. Some 5,900 of these had been definitely withdrawn from use by the end of 2006, 1,100 were in storage and 15,000 are still in active service with airlines. Of the 1,700 freighters in commercial operation today, some 1,000 are former passenger aircraft that have been converted to freighters.

Prevailing market conditions determine why and when aircraft enter the different stages of their life cycle. Such drivers include passenger demand, fuel prices, previous order/delivery cycles and residual value, which itself drives freighter conversion potential.

When age profiles of the aircraft in service in 1991 are compared to the current fleet, little has changed. In short, the latest generation aircraft last as long as previous generation aircraft. In 1991 and today, half of the aircraft that were 22.5 years of age were still in passenger service. An apparent lengthening of age shown in the current fleet curve is merely the effect of a few of those aircraft delivered in the 1970s remaining in service because of recent capacity shortage and lower ordering between 2001 and 2004.

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The Airbus forecast is primarily based either on the actual fleet replacement plans of each airline, or a default replacement age, (which is determined through detailed analysis of the airline�s previous aircraft replacements and the region in which it is based). In the GMF, any passenger aircraft removed from an airline�s fleet, either through lease termination, second-hand sale, cargo conversion, storage or decommissioning and recycling, provides an opportunity to place a new more eco-efficient aircraft.
A number of the aircraft replaced in the forecast will go back into service with other airlines, thereby competing with new aircraft to meet airline needs. These are the �recycled� aircraft referred to in the GMF. Others become available for cargo conversions and compete with
factory-built cargo aircraft.

In 2004 and 2005, only 215 aircraft per year were definitively retired from commercial service. However, following fuel price increases, some 440 aircraft were retired in 2006, mainly from the JT8 engine generation. These 440 aircraft had an average of 155 seats, while new aircraft delivered that year had an average of 164 seats; further evidence of the trend towards larger aircraft.

When the end is really just the beginning

Airbus is committed to eco-efficiency throughout the entire aircraft life cycle. This is illustrated by Airbus becoming the first aerospace manufacturer to attain ISO 14001 corporate certification for environmental standards for its 16 production sites, head office and the entire life cycle of its products. As well as covering aircraft production, for which Airbus intends to reduce energy consumption by 30% and CO₂ emissions by 50%, the company�s life cycle approach addresses everything from concept and design at the start, right through operations, to decommissioning and recycling of retiring aircraft at the end.

That�s why, since 2005, Airbus has been working with several partners on an aircraft recycling programme called PAMELA-LIFE (Process for Advanced Management of End-of Life of Aircraft). Some 5,200 passenger aircraft are due to reach this phase of the life cycle in the next 20 years and what happens to them is clearly important, particularly during periods of higher than average retirement. Decommissioning, therefore, needs to be as environmentally sensitive and efficient as possible.

The PAMELA project has already demonstrated its potential by recycling 65% of the material from an A300-B4 and transforming 85% of the aircraft�s weight, in terms of equipment and materials, into value, while establishing environmental best practice. Not only does the project develop and improve sustainable dismantling and recycling techniques that comply with environmental, health and safety requirements, but it feeds valuable knowledge back into the concept and design phase of new, more eco-efficient aircraft to replace those retiring from service.

This effectively completes the loop of Airbus� life cycle approach to aviation and is well illustrated by the A380 programme, for which elements of the static test aircraft had been sent to PAMELA even before its entry into service. In other words, feedback from an aircraft with environmental performance that is 20 years ahead of today�s fleet is already being used to design the next generation.

PAMELA is being commercialised through TARMAC AEROSAVE. Managed by a partnership of Airbus, SITA France, Snecma Services, Equip�Aero, TASC Aviation, Aeroconseil in association with Aerospace Valley and the Midi-Pyrenees region, this will help fund and widen access to PAMELA expertise. This is another example of Airbus sharing knowledge and expertise with its industrial partners and providing innovative solutions to customers.






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