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Air Canada Cancels Flights as Strike, Full Shutdown Loom

Air Canada said it will begin canceling flights as its flight attendants prepare to strike, raising the possibility of a full shutdown by the weekend.

Air Canada 737 MAX 8
An Air Canada 737 MAX 8. (Photo: AirlineGeeks | Katie Zera)

Air Canada said it will begin canceling flights this week as its flight attendants prepare for a strike, raising the possibility of a full operational shutdown by the weekend.

The Canadian Union of Public Employees, which represents about 10,000 flight attendants at Air Canada and its low-cost leisure-focused subsidiary Air Canada Rouge, served a 72-hour strike notice early Wednesday after over eight months of inconclusive contract negotiations. The airline, in turn, issued a 72-hour lockout notice.

Air Canada said the first flights will be canceled Thursday, with more on Friday, before a “complete cessation of flying by Air Canada and Air Canada Rouge on [Saturday] August 16.”

Air Canada is Canada’s largest airline and transports about 130,000 people per day. A full shutdown will likely leave thousands of travelers stranded and significantly impact the nation’s economy.

Only Air Canada Express flights, which are operated by Jazz and PAL Airlines, would continue to operate as normal.

“We regret the impact a disruption will have on our customers, our stakeholders, and the communities we serve,” said Air Canada President and Chief Executive Michael Rousseau. “However, the disappointing conduct of CUPE’s negotiators and the union’s stated intention to launch a strike puts us in a position where our only responsible course of action is to provide certainty by implementing an orderly suspension of Air Canada’s and Air Canada Rouge’s operations through a lockout. As we have seen elsewhere in our industry with other labour disruptions, unplanned or uncontrolled shutdowns, such as we are now at risk of through a strike, can create chaos for travellers that is far, far worse.”

An Air Canada 787
An Air Canada Boeing 787-9 Dreamliner. (Photo: AirlineGeeks | William Derrickson)

The airline said it is reaching out to notify customers whose flights have been canceled and will offer a refund or a chance to rebook at a later date. Air Canada is also making arrangements with other Canadian and foreign carriers to offer alternative travel options where possible.

Contract Dispute

Air Canada and CUPE have been negotiating the terms of a new labor contract for months and remain far apart on key issues.

The carrier’s offer includes a 38% pay increase for flight attendants over four years, but the union claims that, with inflation factored in, its members would actually be taking a pay cut if they accepted the deal. CUPE also said the tentative contract does little to fix the problem of flight attendants performing “unpaid work,” including “critical safety-related duties.”

“With respect to Air Canada’s latest offer: it is below inflation, below market value, below minimum wage – and still leaves flight attendants unpaid for all hours of work,” the organization said in a statement.

CUPE’s flight attendant group voted on Monday to authorize a strike, with 99.7% in favor.

Air Canada has defended its offer and said CUPE effectively tanked negotiations by taking 10 days to arrange the strike authorization vote when it could have been bargaining. The carrier said it is not asking for any concessions from its flight attendants but had to reject their demands for “exorbitant” pay increases.

Air Canada said Tuesday that it proposed entering voluntary third-party mediation overseen by the Canadian government, but the union rejected its offer. The airline is now considering “all options,” which could include appealing to the Canadian government to enforce binding arbitration. This step might be needed, Air Canada said, to prevent further travel disruptions and “intolerable uncertainty” for customers.

CUPE, in turn, accused the airline of abandoning discussions with its workers.

“Air Canada has decided they no longer want to negotiate,” the union said. “They want to go to arbitration, rather than stay at the bargaining table and bargain a new contract. Everyone knows the best deals are negotiated at the bargaining table, not handed down by an outside third-party.”

CUPE opposes outside arbitration because an arbitrator would rely on legal precedent, and the organization is trying to break precedent “by ending the historic abuse of unpaid work in this industry.” The process would also take place without any input from the membership.

“An arbitrator’s determination would be final,” the union said. “Members would not get a chance to vote on it. Air Canada wants to go to arbitration because they want to take away our members’ democratic voice.”

Zach Vasile

Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.

Porter Pilots Join Union

In a statement, ALPA said it recently received certification from the Canada Industrial Relations Board to represent over 800 pilots at Porter.

A Porter Embraer aircraft
A Porter Embraer aircraft (Photo: Shutterstock | Welshboy2020)

Pilots with Canada’s Porter Airlines have officially joined the Air Line Pilots Association.

In a statement, ALPA said it recently received certification from the Canada Industrial Relations Board to represent over 800 pilots at Porter. The Porter pilots are the labor union’s 43rd pilot group, and the 22nd within Canada.

“We are proud to welcome the pilots of Porter Airlines to ALPA and expand the strength and power of our international union,” said ALPA President Jason Ambrosi. “We are always stronger together, and bringing our brothers and sisters at Porter into ALPA will not only improve their ability to negotiate good contracts but also ensure that safety and workers’ rights remain front and center.”

Porter pilots filed membership cards with ALPA last month, triggering a review by the CIRB. The process entailed correspondence with Porter and interviews with individual pilots about their support for unionization.

With the addition of the Porter group, ALPA now represents 95% of Canada’s professional pilots, according to Tim Perry, the union’s Canada president.

ALPA represents a total of 79,000 pilots across Canada and the U.S.

Porter, which has its headquarters in Toronto, is Canada’s fourth-largest airline and was formerly the country’s largest non-unionized carrier. The airline has grown significantly over the past several years, adding new routes and expanding operations at Toronto Pearson International Airport and Ottawa/Macdonald–Cartier International Airport. It now flies to 45 destinations in Canada, the U.S., Mexico, and the Caribbean.

Zach Vasile

Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.

How Air Wisconsin Lost Its American Contract

A protest letter from a regional airport has offered new insight into the collapse of a roughly two-year partnership between Air Wisconsin and American.

Air Wisconsin CRJ-200
An Air Wisconsin CRJ-200 aircraft (Photo: Appleton International Airport)

A protest letter from a regional airport has offered new insight into the collapse of a roughly two-year partnership between Air Wisconsin and American Airlines.

The letter, sent by the Wood County Airport Authority to protest an Essential Air Service (EAS) award, details a timeline of events that it claims led American to terminate its Capacity Purchase Agreement with the regional carrier almost three years early in April.

This contract termination led to around 600 job cuts, and virtually grounded Air Wisconsin’s fleet of CRJ-200 jets.

Trouble in Waterloo

According to the airport’s findings, the breakdown stems from Air Wisconsin’s performance on a previous EAS contract connecting Waterloo, Iowa, to Chicago, which was managed by American.

The letter alleges a flight completion rate of only 30%. It further states that the Waterloo Airport director confirmed there were no issues with American and that the “failure rested in Air Wisconsin’s inability to generate flights.”

This operational failure in Waterloo allegedly led American to end its Capacity Purchase Agreement with Air Wisconsin in April; it was initially slated to end around 2028. Following the termination of that primary contract, the partnership was downgraded to a simple codeshare agreement.

Air Wisconsin CRJ-200
An Air Wisconsin CRJ-200 aircraft (Photo: Shutterstock | Nathan Klemstein)

“When asked, Air Wisconsin stated that it wasn’t their contract, and would not explain the failure,” the letter continues. “The inability of Air Wisconsin to perform an EAS route managed by American Airlines raises doubts in its ability to manage and perform an EAS route on its own. When I asked, Air Wisconsin’s VP level representatives could not tell me their contact for the person at American Airlines who is working on the American Airlines end of our EAS service for this contract.”

The letter goes on to claim that the remaining partnership is on a fixed timeline for complete dissolution. The codeshare agreement is set to expire around April 2026, at which point it will become a more limited interline agreement. By April 2027, that final agreement is expected to expire, leaving no partnership in place between American and Air Wisconsin.

These details emerged as the Wood County Airport Authority protested the DOT’s decision to award its EAS contract to Air Wisconsin, arguing the airline cannot provide a promised codeshare to Charlotte, North Carolina, due to its defunct partnership with American.

The DOT recently awarded Air Wisconsin the contract for Mid-Ohio Valley Regional Airport with an annual subsidy rate of just over $5.5 million in the second year. At the time of writing, this remains Air Wisconsin’s only EAS contract, though it has applied for more.

American and Air Wisconsin did not immediately respond to requests for comment on these claims.

Ryan Ewing

Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector. His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider. During his time in the industry, he's worked in roles pertaining to airport/airline operations while holding a B.S. in Air Transportation Management from Arizona State University along with an MBA. Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives. Ryan works for AirlineGeeks' owner FLYING Media, spearheading coverage in the commercial aviation space.

Court Rules Ukrainian Airline Must Pay Families of Crash Victims

A Canadian court has upheld a ruling holding that Ukraine International Airlines is liable for the shootdown of one of its airplanes over Iran in 2020.

A Ukraine International Airlines Boeing 737-800
A Ukraine International Airlines Boeing 737-800 aircraft. (Photo: AirlineGeeks | William Derrickson)

A Canadian court has upheld a ruling holding that Ukraine International Airlines is liable for the shootdown of one of its airplanes over Iran in 2020.

The decision, released Monday by the Ontario Court of Appeal, means UIA will have to compensate the families of the passengers who died on Flight 752, which was downed by two missiles fired by Iran’s Islamic Revolutionary Guard Corps.

UIA had appealed a 2024 ruling from the Ontario Superior Court of Justice that found the carrier negligent for operating flights out of Tehran during a period of extreme tension between Iran and the U.S. The airline admitted it had a duty of care for the passengers and crew of Flight 752 but argued that its actions did not lead to the occupants’ “damages.”

But the appeals court declined to reverse the earlier ruling and found its reasoning sound. The three-judge panel said UIA bears responsibility for the crash because it did not make a holistic assessment of the increasingly dangerous conditions along Flight 752’s planned route.

“This landmark decision holds significant implications for the aviation industry, emphasizing the need for airlines to exercise caution when operating in or near conflict zones,” said Howie, Sacks & Henry, the law firm representing the victims’ family members. “This judgment sends a clear message that open airspace cannot be presumed safe, urging international airlines to be diligent in their flight operations. This ruling marks the first instance where a court has addressed such an issue, influencing how airlines will approach safety evaluations in conflict areas moving forward.”

The appeals court did not weigh in on the amount owed to victims’ families and said it ruled solely on the integrity of the superior court’s findings.

‘No Error’ in Ruling

Flight 752 was hit by two short-range surface-to-air missiles shortly after taking off from Imam Khomeini International Airport in Tehran bound for Kyiv, Ukraine. The aircraft, a Boeing 737-800, lost altitude and crashed into a field northwest of the airport, killing all 176 people on board.

The shootdown came only days after the U.S. military killed IRGC major general Qasem Soleimani in a drone strike in Baghdad. Iran retaliated by firing missiles at U.S. positions in Iraq and mistook Flight 752 as an incoming hostile target. After three days of denials, the Iranian government admitted its responsibility and then-President Hassan Rouhani apologized.

Most of the passengers were Canadian or Iranian citizens traveling from Iran to Canada via Ukraine. Many were students or academics affiliated with Canadian universities.

The Ontario Superior Court of Justice laid a portion of the blame on Petro Martynenko, then UIA’s deputy president and director of aviation security. Martynenko was the head of a team in charge of conducting security assessments, and he determined that while the safety threat to Flight 752 was higher than it had been a few days before, it was still acceptable.

Martynenko erred by not gathering as much information about the situation as he could have and failing to alert the airline’s operations department, the superior court ruled.

The appeals court largely concurred.

“Mr. Martynenko failed to do a sufficient search for information in conducting his security risk assessment,” the judges wrote. “He also failed to provide necessary information to the flight commander and UIA’s operational control centre. This prevented other UIA actors from making informed decisions when assessing the best way forward in the unfolding situation, including not alerting them to the need to conduct a hazard identification and safety risk assessment as would have been required to meet the standard of care.”

“I see no error in the trial judge’s assessment that the performance of UIA’s security risk assessment, which led to the decision to allow flight PS752 to take off at 6:12 a.m. without further delay or mitigation measures, fell below the standard of care,” the ruling continued.

The Canadian courts have held Iran primarily responsible for the shootdown of Flight 752. In 2022, the Ontario Superior Court of Justice ordered the Iranian government to pay victims’ families $107 million, plus interest and costs.

The families have no way to enforce that order, however, and the Canadian government has signalled that it will not seize Iranian property and bank accounts in Canada as compensation because of diplomatic immunity. The families attempted to take the issue to the Supreme Court of Canada last year, but it declined to hear their appeal.

Canada, Ukraine, Sweden, and the U.K. have referred the shootdown to the International Court of Justice.

Zach Vasile

Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.

Qantas Relaunches Second-Longest A380 Route

By the end of this year, the Australian airline plans to have 10 A380s back in service after being placed in storage during the pandemic.

Qantas A380 at DFW Airport
Qantas' A380s return to Dallas/Fort Worth (Photo: Qantas)

Qantas relaunched the world’s second-longest Airbus A380 route on Monday, while also resuming superjumbo service to another U.S. destination. From Sydney, the Australian flag carrier now serves six destinations with the world’s largest passenger aircraft.

For the first time in over five years, Qantas’ A380 returned to Dallas/Fort Worth. The jet last connected Sydney and Dallas/Fort Worth in April 2020, before being replaced by Boeing 787-9 Dreamliners.

The airline first began utilizing A380s on the Sydney-Dallas/Fort Worth route in 2014 as it was phasing out older 747s.

At 8,569 miles, the route is the second-longest regularly scheduled flight operated by an A380. The No. 1 spot goes to Emirates’ Dubai-to-Auckland service, which is approximately 200 miles longer.

In addition to Dallas/Fort Worth, Qantas’ A380s regularly fly to Los Angeles, London Heathrow, Singapore, and Johannesburg. By the end of this year, the airline plans to have 10 A380s back in service from pandemic-era storage.

A Qantas A380 in long-term storage (Photo: AirlineGeeks | William Derrickson)

More Service

Qantas’ A380 will fly between Sydney and Dallas/Fort Worth four times per week. Dreamliners will serve the route on other days.

Early next year, the A380 will completely replace the 787s from Sydney to Dallas/Fort Worth, operating daily in the market from Jan. 1.

Ryan Ewing

Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector. His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider. During his time in the industry, he's worked in roles pertaining to airport/airline operations while holding a B.S. in Air Transportation Management from Arizona State University along with an MBA. Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives. Ryan works for AirlineGeeks' owner FLYING Media, spearheading coverage in the commercial aviation space.

Allegiant Adds Five Routes, New City

Ultra-low-cost carrier Allegiant is adding five new nonstop routes and bringing a new airport into its network starting later this year.

Allegiant A319
An Allegiant A319 in Las Vegas. (Photo: AirlineGeeks | William Derrickson)

Ultra-low-cost airline Allegiant is adding five new nonstop routes and bringing a new city into its network.

The flights link Huntsville, Alabama, Appleton, Wisconsin, and Rochester, New York, with destinations in Florida starting later this year and early next year. Huntsville is a new airport for the carrier.

“Coming off the heels of an announcement two weeks ago, we are excited to continue our growth trajectory,” said Drew Wells, Allegiant’s chief commercial officer. “As a leisure focused airline our unique business model allows us to quickly respond to consumer demand and connect underserved markets to top vacation destinations. This expansion bolsters our service in existing markets and we look forward to introducing our brand of service to a new market.”

An Allegiant Boeing 737 MAX on a test flight in Washington State (Photo: AirlineGeeks | Katie Zera)

The first of the new routes to come online is between Huntsville and Fort Lauderdale, Florida, starting Nov. 19. This will be followed by service between Appleton and Orlando, Florida (Jan. 16, 2026); Huntsville and Sanford, Florida (Feb. 12, 2026); Rochester and Sarasota, Florida (Feb. 13, 2026); and Huntsville and St. Petersburg, Florida (March 5, 2026).

Allegiant has a robust network in Florida, with additional destinations such as Jacksonville, West Palm Beach, and Key West, among others. Currently, its only destination in Alabama is Gulf Shores.

The airline continues to add new points to its route map. In recent weeks, it has announced service to Fort Myers, Florida.

Zach Vasile

Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.

Spirit Warns of ‘Substantial Doubt’ Over Continued Operations

After posting a hefty second-quarter loss, the ultra-low-cost carrier is now warning about its ability to continue operating over the next year.

Spirit aircraft in Dallas/Fort Worth
Spirit aircraft in Dallas/Fort Worth (Photo: Shutterstock | EQRoy)

Spirit reported a net loss of $245.8 million for the second quarter of 2025, according to its quarterly filing with the U.S. Securities and Exchange Commission on Monday. That compares to a net loss of $192.9 million for the same period in 2024.

The airline’s losses continue to mount this year. In the first quarter, it reported a net loss of $143 million.

Total operating revenues fell to $1.02 billion from $1.28 billion year-over-year, while operating expenses totaled $1.2 billion.

‘Substantial Doubt’

In its filing, the beleaguered ultra-low-cost carrier stated that it has “concluded there is substantial doubt as to the Company’s ability to continue as a going concern within 12 months from the date these financial statements are issued.”

The disclosure follows Spirit’s emergence from Chapter 11 bankruptcy in March. The airline cited elevated domestic capacity, continued weak demand for domestic leisure travel, and a challenging pricing environment as key factors affecting results in the second quarter.

Spirit aircraft
Spirit Airbus jets
(Photo: AirlineGeeks | William Derrickson)

Spirit said it has taken steps to address its liquidity position, including network and product adjustments such as the introduction of a Premium Economy option, sale-leaseback transactions involving spare engines, and discretionary cost reductions, including pilot furloughs announced last month.

So far, the carrier has furloughed around 500 pilots and is in the process of selling 23 A320 and A321 aircraft.

Cost-Cutting

The airline is considering additional measures, such as the sale of aircraft and real estate, monetization of excess airport gate capacity, and elimination of certain fixed costs. It is also in discussions with its credit card processor, which has requested additional collateral before the current processing agreement expires at the end of 2025. Spirit noted that the required collateral could materially reduce its unrestricted cash balance.

The company warned that if these initiatives are unsuccessful, it may be unable to meet liquidity covenants, which could trigger events of default and potentially accelerate debt maturities.

Ryan Ewing

Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector. His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider. During his time in the industry, he's worked in roles pertaining to airport/airline operations while holding a B.S. in Air Transportation Management from Arizona State University along with an MBA. Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives. Ryan works for AirlineGeeks' owner FLYING Media, spearheading coverage in the commercial aviation space.

Investigation Pinpoints Cause of Turkish Tail Strike

The crew of a Turkish Airlines A321neo made dual inputs while attempting to land at Václav Havel Airport in Prague earlier this year, leading to a tail strike.

A Turkish A321neo
A Turkish A321neo aircraft. (Photo: AirlineGeeks | William Derrickson)

The crew of a Turkish Airlines Airbus A321neo made dual inputs while attempting to land at Václav Havel Airport in Prague earlier this year, causing a tail strike.

According to FlightGlobal, which cited a report by Czech investigators, the incident occurred on May 11 as the flight from Istanbul touched down on runway 12. The aircraft landed hard, and to prevent an “unwanted bounce,” the captain ordered the first officer, who was acting as the flying pilot, to execute a go-around.

The captain made the order three times before the first officer initiated the go-around, but instead of taking control of the aircraft, the captain intervened on their side stick, which caused the dual input. Investigators found this resulted in a nose-up pitch, which caused the aft fuselage to strike the runway. The impact damaged the aircraft’s tail section and left behind a roughly 50-foot score mark.

After the strike, the aircraft climbed and repositioned for another landing attempt on runway 12, and this one was completed successfully.

No one on the flight was injured.

The A321neo was taken out of service for an inspection and maintenance work. That day’s return flight, from Prague to Istanbul, was canceled.

The tail strike was caught on camera. The footage shows the rear fuselage hitting the runway and a small burst of sparks.

On May 23, the Czech Republic’s civil aviation agency rated the incident serious and said it would investigate the cause.

Zach Vasile

Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.

How Sanctions Are Halting Russian Aircraft Production

Russia’s aviation manufacturers have failed to be on target this year after producing only one aircraft, having cited 15 as their aim for this year’s total.

Russian made aircraft
Russia's MC-21 with its domestically developed PD-14 engine. (Photo: Irkut Corporation)

Russia’s aviation manufacturers have failed to be on target this year after producing only one aircraft, having cited 15 as their aim for this year’s total, reports Swiss aviation data firm Ch-Aviation.

After Russia’s full-scale invasion of Ukraine in February 2022, nations were quick to apply sanctions on the Russian aviation industry. While most Russian airlines have been banned from international airspace, demand still remains for domestic flights within the country. According to the Federal Transport Agency, 111.7 million passengers were still flying on Russian airlines in 2024.

However, while the industry’s demand for flights has kept up, its aircraft production hasn’t. Western sanctions have hit the country hard, leading to parts for maintenance becoming increasingly difficult to secure.

This likely explains the lack of aircraft being produced by the country’s aircraft producers, with supply chains for aircraft parts being severely disrupted. One source from inside the industry told Reuters that there is “no component base, no technology, no production facility, or no engineers. To create all this from scratch takes years, if not decades.”

An Interjet SSJ100 at DFW (Photo: AirlineGeeks | William Derrickson)

The Russian aircraft industry has been around for decades, as manufacturers such as Sukhoi, Ilyushin, and Tupolev were born in the Soviet Union, most of which came out of the nation’s war industries. However, these once-legendary soviet manufacturers are now losing the fight to global giants Airbus and Boeing.

Counterintuitively, Airbus and Boeing are doing better than most internally manufactured aircraft since sanctions hit Russia. This is because airlines are able to use complex, indirect import routes to evade sanctions and get their parts into the country, as the domestic manufacturers struggle to produce them with a lack of relevant technology.

An absence of spare parts has come with consequences, as Russia’s aviation sector has seen numerous incidents in recent years. Most notably, a 1972-built Antonov An-24 crashed in the east of the country in late July, killing all passengers on board. With increasingly outdated aircraft in service and no new aircraft coming soon, these incidents could become increasingly common.

Sam Jakobi

Sam Jakobi is a young aviation journalist based in London, U.K. A lifelong Airbus fan, he has adored aviation for as long as he can remember. Sam writes articles and conducts interviews with members of the aviation community.

BoA Adds Its Second U.S. Market

Bolivian flag carrier Boliviana de Aviación is launching a new route to Washington, D.C., its second U.S. market, starting this November.

A BoA 737-800
A BoA 737-800. (Photo: Shutterstock | Matheus Obst)

Bolivian flag carrier Boliviana de Aviación (BoA) is launching a new route to Washington, D.C.

Starting Nov. 4, the state-owned airline will offer twice weekly service between Santa Cruz de la Sierra in Bolivia and Washington Dulles, with a stop in Panama City, Panama. Flights will depart on Tuesdays and Thursdays, and the total journey in both directions is expected to be around 10 hours, not including time for the refueling stop in Panama City.

BoA plans to operate the route with a Boeing 737-800.

Currently, BoA flies to only one destination in the U.S., Miami. Most of the carrier’s destinations are within South America, though it also has routes to the Caribbean and Europe.

Lloyd Aéreo Boliviano, the previous Bolivian flag carrier, served Washington until 2008.

Zach Vasile

Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
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