Gift exchange tradition between Ted Christie, President & CEO of Spirit Airlines (left), and Jimmy Morales, Chief Operations Officer for Miami-Dade County (Photo: Miami-Dade County)
According to a recent filing with the Securities and Exchange Commission, Ted Christie, the former president and chief executive officer of Spirit, received $8,169,764 in total compensation in 2024.
Spirit implemented adjustments to the base salaries of its executives, including Christie, with these changes taking effect on July 1, to ensure competitive positioning, the ultra-low-cost carrier said.
His base salary was increased from $750,000 in 2023 to $950,000 in 2024, a nearly 27% raise.
A Spirit A320neo (Photo: AirlineGeeks | William Derrickson)
In response to the challenges posed by the bankruptcy proceedings, the airline implemented a retention program. With it, Christie received $3,800,134 as a one-time cash retention award.
This award, the airline stated, was intended to “promote stability in our management team during the period of uncertainty associated with the Restructuring.”
The median total employee compensation at the carrier was $80,071 in 2024, meaning Christie made 102 times more. In 2023, Christie’s total compensation was $6,601,404, representing a nearly 24% year-over-year increase.
As part of his separation agreement, Christie will receive over $1.5 million as part of a terminal agreement since he was terminated without cause, the filing states.
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.
Renderings of Terminal F (Photo: American Airlines)
Dallas Fort Worth International Airport and American shared Thursday an expansion of Terminal F, marking the most significant investment at DFW since Terminal D opened two decades ago. The enhanced plan includes a $4 billion investment, doubling the originally planned gate capacity and accelerating the construction timeline.
This new plan includes 31 gates, up from the original 15. American plans to occupy all gates at the facility, which will include expanded international operations capabilities, increased lounge and premium spaces, and a modernized lobby check-in experience.
In addition, the updated design incorporates dedicated facilities for widebody aircraft, creating additional capacity for international flights. Terminal F’s design includes both a walking connection to Terminal D and a new Skylink station, providing passengers with multiple options for moving between terminals.
Terminal F at DFW rendering (Photo: American Airlines)
The first phase of Terminal F remains on track to open in 2027, with the enhanced features coming online in subsequent phases, the airport said in a news release.
Long-Term Commitment
The agreement extends American’s Use and Lease Agreement with DFW through 2043. This partnership builds on previous investments, including the $2.72 billion expansion of the Central Terminal Area and reimagining of Terminal C.
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.
Scandinavia Has Lost 1.2M Airline Seats Over Airspace Closures
The closure of Russian airspace to Western carriers, combined with the closing of airspace due to armed conflicts in the Middle East, has made it much harder for Scandinavian airlines to travel to Asia.
Scandinavia has lost over 1.2 million departing airline seats as a result of the closure of airspace due to geopolitical instability and armed conflicts, according to a new report.
Researchers at SAS Group, the parent company of Scandinavian Airlines, found the region shed 700,000 departing seats to Russia, Belarus, and Ukraine between 2019 and 2024 and about 500,000 departing seats bound for Asia and the Middle East in that same timeframe.
The loss was mainly attributable to the Russia-Ukraine war and the decision by Russia to close its airspace to Western carriers as punishment for Western support for Ukraine, though conflicts in other parts of the world also limited flight operations.
SAS Group said that, because it can no longer fly directly over Russia, flights bound for Asia take more time and consume more fuel. As a result, the company is not offering non-stop flights to China in 2025.
An SAS Airbus A320neo. [AirlineGeeks – William Derrickson]The report also highlighted the advantage held by Chinese carriers, which are still allowed to fly over Russia and operate much as they did before the start of the Russia-Ukraine war. As of this year, the only way to fly directly between the Scandinavian countries and China is on a Chinese airline, and European travelers seeking shorter, cheaper flights are increasingly booking with Chinese carriers. SAS Group said Chinese airlines are scaling up capacity to accommodate the new customers.
“As long as Russian airspace remains closed, this imbalance will persist,” said Mads Brandstrup Nielsen, senior vice president of public affairs at SAS. “While we remain committed to connecting Scandinavia to Asia, the industry needs a level playing field to ensure long-term sustainability, fair competition, and reliable connectivity for our customers.”
Redrawing the Map
Additionally, Northern and Eastern European cities are losing their position as a connector between Europe and Asia. The SAS report noted that Helsinki was the major hub for Scandinavians flying east to China, but since Finnair was banned from Russia, much of the traffic has shifted south to Dubai, Doha, and Istanbul, where carriers can still use Russian airspace. This trend was exacerbated by the cancellation of a Frankfurt-Beijing route operated by Lufthansa in November 2024.
The report also linked airspace closures to an increase in shipping costs for cargo moving between Europe and Asia.
Russia closed its airspace to carriers based in the European Union and the United States in 2022 during the opening stages of its war against Ukraine. As a result of the conflict, Ukraine, Belarus, and Moldova have also greatly limited commercial air traffic.
SAS and other Western carriers have also cut off or greatly limited routes to some areas of the Middle East due to escalating conflicts there, including the Syrian civil war, clashes between Israel and Lebanon, and missile attacks between Israel and Iran. Scandinavian Airlines suspended service to Tehran in 2021 and Tel Aviv in 2023.
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.
American Adds Seven Routes
American is expanding its winter schedule with the addition of seven routes and increased service in some existing markets.
An American A321 in Chicago. (Photo: Shutterstock | MKPhoto12)
American is expanding its winter schedule from Chicago O’Hare with the addition of seven destinations and increased service on existing routes, aiming to double its capacity to warm-weather locations across Mexico, the Caribbean, and Central America.
The expansion includes five international destinations and two domestic routes. Flights will begin between August and December 2025, with varying frequencies.
New Routes
Curacao: Saturday-only service beginning Dec. 6
St. Croix, U.S. Virgin Islands: Saturday-only service beginning Dec. 6
St. Maarten: Saturday-only service beginning Nov. 8
Guatemala City: Up to three weekly flights beginning Nov. 6
San Jose, Costa Rica: Daily service beginning Nov. 2
Roanoke, Virginia: New daily service beginning Aug. 6
Akron/Canton, Ohio: Twice-daily service beginning Oct. 6, last served in 2020
An American 737-800 at Chicago O’Hare International Airport (Photo: Greg Linton)
The carrier is also bolstering frequencies on some existing routes:
Aruba: Increased to daily service starting Dec. 18
Grand Cayman, Cayman Islands: Increased to daily service starting Dec. 18
Liberia, Costa Rica: Increased to daily service starting Dec. 18
Nassau, Bahamas: Increased to daily service starting Dec. 18
St. Thomas, U.S. Virgin Islands: Increased to daily service starting Dec. 18
Puerto Vallarta, Mexico: Increased to two daily flights from Dec. 18 through Jan. 6
Montego Bay, Jamaica: Up to two daily flights beginning Nov. 2
Cancun, Mexico: Up to three daily flights starting Nov. 2
Los Cabos, Mexico: Up to two daily flights starting Nov. 2
San Juan, Puerto Rico: Up to two daily flights starting Dec. 18
With these additions, American will serve more destinations from Chicago O’Hare to Mexico, the Caribbean, and Central America than any other airline, according to a news release emailed to AirlineGeeks. The airline has added 17 new destinations from ORD in 2025, the most growth in any of its hubs this year.
Tickets for the expanded winter service will be available starting May 5.
American’s chief strategy officer, Steve Johnson, said during an earnings call last week that the airline “disagrees” with the airport’s decision. The airline is appealing it, he added.
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.
EVA Air's executive team launches the BizFam Corporate Rewards Program (Photo: EVA Air)
During a glitzy ceremony held at a hotel in Taipei on Wednesday, Taiwanese carrier EVA Air unveiled its new corporate travel rewards platform, known as BizFam.
The company said BizFam will help corporations and their employees manage their rewards points and get access to benefits.
“EVA BizFam is more than a platform, it is a partnership,” said EVA President Clay Sun. “We’ve built it with a deep understanding of our users’ needs to create a one-stop travel management solution for companies of all sizes worldwide.”
Companies can now apply for BizFam membership through the EVA website at no cost, officials said.
The BizFam system allows both companies and individual employees traveling for work to accumulate points that can then be used for free tickets to events, cabin upgrades, and airport privileges. The platform is accessible on mobile phones, desktops, and tablets.
Expanding Its Offerings
BizFam also gives users access to joint promotions, exclusive offers, and other perks sponsored by partnering companies. EVA said these benefits include discounts on hotels, airport transfers, coffee breaks, and spa treatments, among other leisure activities.
The carrier said it plans to continue negotiations with global brands to expand its offerings and will refine the platform based on user feedback.
Aside from BizFam, EVA officials also discussed market uncertainty created by tariffs imposed by the United States and said the carrier remains committed to growing its fleet. It is set to receive more than 50 new aircraft from Airbus and Boeing by the end of the decade.
Company officials told AirlineGeeks that they have not received word of any delays in manufacturing or deliveries from their partners but will watch to see if and how the tariffs affect the airline industry.
Vanni fell in love with commercial aviation during his undergraduate studies in Statistics at the University of Bologna, when he prepared his thesis on the effects of deregulation on the U.S. and European aviation markets. Then he pursued his passion further by obtaining a Master’s Degree in Air Transport Management at Cranfield University in the U.K. followed by holding several management positions at various start-up carriers in Europe (Jet2, SkyEurope, Silverjet). After moving to Canada, he was Business Development Manager for IATA for nine years before turning to his other passion: sports writing.
Delta Moving Forward With Raises Despite Uncertainty
Delta is giving eligible employees a 4% raise despite an uncertain economic environment.
Delta and Southwest aircraft in Austin. (Photo: Shutterstock | lorenzatx)
Delta says it will move forward with a 4% pay increase for non-union employees despite an increasingly uncertain economic outlook hampering the broader airline industry.
The pay bump will take effect June 1 and applies to most Delta workers except for pilots and dispatchers, whose salaries are set by union contracts. It is the fourth consecutive year Delta employees have received a raise.
The carrier first announced the pay increase in January, when CEO Ed Bastian predicted “the best financial year” in the company’s history. Demand for travel was comparatively strong and many industry watchers expected a continued rebound from the disruptions of the COVID-19 pandemic.
But concerns about tariffs and international trade have undermined that once sunny outlook, and many airlines are now reducing their capacity and adjusting earnings expectations.
That includes Delta, which earlier this month withdrew its financial guidance for 2025, citing “broad macro uncertainty.” Company officials said it would be “premature” to offer a new prediction for the year, given the disruptive effects of tariffs on the global economy.
“February and March reflected a much more challenging macro environment than anyone initially planned for coming into 2025,” Bastian told investors at the time. “We were positioned for another year of strong growth, however, given broad economic uncertainty around global trade, growth has largely stalled.”
Looking to the second quarter, Delta forecast that its total revenue could decline up to 2% or grow by up to 2% over the prior year.
Still, the carrier is intent on implementing the raise as promised.
In a new statement, Bastian said Delta will continue to “invest” in its employees “even as we face new pressures.”
In February, Delta employees received the equivalent of about five weeks of extra pay as part of the company’s profit-sharing plan. A total of $1.4 billion was distributed to workers worldwide.
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.
Supply Chain Crisis Forces Airlines to Get Creative With Parts
Engine issues, production backlogs, and labor and parts shortages have airlines and aircraft lessors scrambling to maintain operational readiness.
Delta TechOps in Atlanta (Photo: AirlineGeeks | William Derrickson)
The commercial aviation industry is navigating a serious supply chain crisis, leading airlines and aircraft lessors to adopt innovative strategies to maintain operational readiness. Recently, aircraft lessor Azorra partnered with Delta Material Services (DMS) to dismantle an Airbus A220-300 for spare parts, marking the first such occurrence for this relatively new aircraft model. Although dismantling modern aircraft is uncommon, this situation underscores the severity of the ongoing component shortage.
At the heart of the crisis are persistent issues concerning Pratt & Whitney’s PW1500G engines, widely used in the Airbus A220 fleet. These engines, despite their efficiency, have faced frequent reliability concerns, resulting in numerous inspections and prolonged maintenance periods. With multiple aircraft grounded due to such complications, the demand for available spare engines and parts has grown significantly.
Former Go First A320neo (Photo: Unical Aviation)
Beyond specific engine-related challenges, manufacturers are experiencing dramatic backlogs in aircraft production, intensifying constraints across the sector. According to Alton Aviation Consultancy’s latest analysis, narrowbody aircraft — which are the backbone of airlines’ short- and medium-haul services — now face delivery delays of nearly a decade.
Moreover, widebody aircraft production has also slowed, leaving airlines facing waits of seven to eight years for new deliveries. In turn, airlines have been compelled to adjust fleet strategies, opting to extend the useful life of existing aircraft to cope with prolonged delivery timelines.
The MRO Impact
This extension of aircraft lifespans has directly impacted the maintenance, repair and overhaul (MRO) industry, resulting in significantly heightened demand precisely as MRO providers themselves face severe operational constraints. Skilled labor shortages remain a central challenge as many technicians exited aviation during the pandemic and have not returned, creating a workforce gap that could take years to mend.
Training new aviation maintenance personnel is a long process, and the marked increase in maintenance requirements has overwhelmed existing capacities, prolonging maintenance downtimes substantially. These challenges extend maintenance downtime significantly and complicate securing aircraft parts to keep these aged aircraft flying safely.
Exacerbating these operational delays are shortages in essential aerospace materials like titanium, a situation driven largely by geopolitical disruptions in traditional supplier regions. Sanctions on primary exporters like Russia have forced manufacturers to seek alternative suppliers, leading to procurement challenges and increased costs. Given these constraints, airlines and lessors are increasingly exploring unconventional solutions, like the recent A220 dismantling, to temporarily alleviate these mounting pressures by repurposing valuable components.
Despite the challenges, industry observers also recognize potential opportunities created through these constraints. Avolon, one of the world’s largest aircraft leasing firms, has stated that the unprecedented disparity between supply and demand will likely reshape aviation market dynamics over the next decade.
Supply deficits could bolster airline profitability, especially if carriers concentrate efforts on their most profitable route networks and achieve optimal fleet utilization amid capacity limitations. According to Avolon’s analysis, net airline profits could rise as much as 16%, reaching approximately $36 billion by 2025.
Yet the broader economic environment remains uncertain. Typical economic recovery cycles last four to six years, and the current expansion is already well into its fifth year, suggesting potential economic downturn risks. Europe’s economic growth is showing early signs of stagnation, and broader geopolitical instability introduces additional volatility.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
A Delta Boeing 717. (Photo: AirlineGeeks | William Derrickson)
The FAA is requiring landing gear inspections for Boeing 717-200 aircraft after a recent incident.
In June 2023, Delta flight 1092 successfully landed at Charlotte Douglas International Airport in North Carolina despite its nose landing gear failing to deploy.
Photos of the incident posted on social media at the time showed the airplane parked on the runway with emergency slides deployed. No injuries were reported.
On Tuesday, the FAA published a new airworthiness directive (AD) detailing its report on the incident and mandating actions to be taken by operators.
The AD stated that during the Delta Boeing 717’s approach, its flight crew was alerted to an unsafe gear indication. While the aircraft’s two main landing gear deployed, its front nose landing gear stayed retracted.
The nose landing gear remained stuck despite an alternative deployment method by pilots, and the aircraft ultimately landed without using its front landing gear.
View of airplane in final resting position. (Photo: NTSB)
“A report released by the National Transportation Safety Board (NTSB) identified that a failure of the upper lock link assembly caused the lower lock link assembly to swing down to a vertical position which contacted the NLG [nose landing gear] assembly,” the FAA stated in its directive. “The contact restricted the movement of the NLG and prevented it from moving out of the retracted position.”
The NTSB found that the root cause of this upper lock link assembly failure was due to nonconforming surface roughness from tool marks on the surface.
The FAA stated that this condition, if not addressed, could result in failure of the landing gear to fully extend, restricting ground maneuverability and increasing the risk of runway excursion.
The AD requires repetitive inspections for cracking of the upper lock link. According to reporting by Aviation Week, the instructions come from a Boeing alert requirements bulletin issued on Feb. 12.
The FAA estimated that this AD would affect 117 airplanes registered in the U.S., costing American operators $49,725 per inspection cycle. If replacement parts are deemed necessary, the agency estimated an additional cost to operators of $18,584.
The Aviation Week report stated that only two airlines — Hawaiian and Delta — still fly 717s with combined totals of 84 in service and 23 parked in long-term storage.
AirlineGeeks.com was founded in February 2013 as a one-person blog in Washington D.C. Since then, we’ve grown to have 25+ active team members scattered across the globe. We are all here for the same reason: we love deep-diving into the fascinating realm of the airline industry.
A JetBlue A320 aircraft. (Photo: Shutterstock | Markus Mainka)
JetBlue and United are reportedly working toward a partnership.
Three industry sources familiar with the matter told Reuters that the alliance could “provide greater connectivity to customers” and allow them to “earn and burn frequent-flier miles,” but so far, the carriers do not envision coordinating on pricing and schedules.
The deal has not been finalized, the sources added.
United declined to comment on Reuters’ report, while JetBlue referred back to comments made by JetBlue President Marty St. George on a quarterly earnings call on Tuesday. St. George said JetBlue is negotiating with a “domestic carrier with a broader network,” and that an announcement would likely be made in the current quarter. He did not provide further details.
JetBlue, which is based in New York City, has struggled to rebound after the COVID-19 pandemic, posting a profit in just two of the last nine quarters.
The carrier attempted to expand its reach and revitalize its business with a partnership with American Airlines, billed as the “Northeast Alliance.” The arrangement would have allowed the two companies to share passengers and coordinate on routes, but a federal judge ruled against it, finding the partnership would harm competition in the industry.
American is now suing JetBlue over the failed alliance and seeking to recoup damages.
JetBlue also attempted to buy Spirit, but that deal was also blocked by a federal court ruling after a trial last year.
Rebuilding at JFK
Meanwhile, Italian newspaper Corriere della Sera reported Wednesday that United sees a partnership with JetBlue as a way to expand its reach and challenge rival Delta at one of its major hubs, John F. Kennedy International Airport in New York. United currently flies out of LaGuardia Airport and Newark Liberty International Airport, but not JFK.
Unlike Reuters, Corriere reported that United is exploring options ranging from an alliance to a full acquisition of JetBlue. The leading proposal, according to the newspaper, is a three-step plan starting with a commercial alliance and progressing to a strategic partnership, followed by a full acquisition. Corriere said United leadership would seek to coordinate the buyout with the Trump administration to avoid regulatory hurdles.
A United Airbus A320 (Photo: Shutterstock | Wenjie Zheng)
That narrative goes against the outlook offered by United CEO Scott Kirby last month. According to Reuters, Kirby said that while he would like to have a presence at JFK, the “headache” of “buying a whole airline to get there” was a nonstarter.
In January, United wrote to the Securities and Exchange Commission denying that it was pursuing any acquisitions.
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.
WestJet Axes Another Transborder Route
WestJet is cutting another route to the U.S., just weeks before it was scheduled to launch. The airline is blaming a lull in transborder demand.
A WestJet Boeing 737 MAX. (Photo: Shutterstock | Vadim Rodnev)
WestJet is cutting another route to the U.S., just weeks before it was scheduled to launch. The Canadian low-cost carrier is blaming the change on a “downward shift in demand for U.S. travel.”
According to a KXAN report on Tuesday, the airline confirmed it will no longer link Vancouver, British Columbia, and Austin, Texas. This new route was first announced in November and scheduled to begin on May 11.
The carrier would have gone head-to-head with Air Canada in the market, offering three-times-weekly service.
Demand Slowdown
A WestJet spokesperson told KXAN: “Due to a downward shift in demand for U.S. travel, WestJet has made the difficult decision to suspend scheduled direct service between Vancouver, British Columbia, and Austin, Texas.”
The spokesperson added that the airline hopes to add the flights in the future. WestJet currently serves Calgary, Alberta, from Austin.
This is not the airline’s first U.S. route cut this year. In March, the carrier removed planned flights between Calgary and New York-LaGuardia, along with Edmonton, Alberta, to Orlando, Florida, per Aeroroutes.
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.
