Livery of the Week: Southwest

The "Heart" livery was part of a broader brand refresh, which included updates to Southwest's airport signage, digital platforms, and employee uniforms.

Ryan Ewing

Friday, March 28, 2025 at 03:41 PM ET

Verified

Edited By:

Ryan Ewing

A Southwest Boeing 737-700. (Photo: AirlineGeeks | Katie Zera)

Editor’s Note: AirlineGeeks is proud to present our ‘Livery of the Week’ series. Every Friday, a team member will share an airline livery, which can be from the past, present, or even a special scheme. Some airline liveries are works of art. The complexity associated with painting around critical flight components and the added weight requires outside-the-box thinking from designers. The average airliner can cost upwards of $200,000 to repaint, creating a separate aircraft repainting industry as a result.

Have an idea for a livery that we should highlight? Drop us a line.

Southwest’s livery has undergone several transformations since the airline launched in 1971. The original livery featured a desert gold, red, and orange color scheme, reflecting the company’s Texas roots. The airline’s early fleet of Boeing 737 aircraft prominently displayed the gold fuselage with red and orange accents along the tail and engine nacelles.

In 2001, Southwest introduced the “Canyon Blue” livery, which replaced the desert gold with a bold blue color. The design retained red and yellow stripes on the tail, offering a fresh yet recognizable appearance. The airline gradually repainted its fleet in this color scheme, maintaining its signature heart logo and commitment to a vibrant brand identity.

A Southwest 737-700 in the ‘Canyon Blue’ livery (Photo: AirlineGeeks | William Derrickson)

In 2014, Southwest unveiled its current livery, known as “Heart.” The design features a predominantly blue fuselage with the Southwest name displayed in large white letters along the forward section of the aircraft. A heart symbol, representing the airline’s dedication to hospitality and customer service, is prominently placed near the nose. The tail continues to showcase the airline’s signature red, yellow, and blue stripes.

The “Heart” livery was part of a broader brand refresh, which included updates to Southwest’s airport signage, digital platforms, and employee uniforms. The carrier retired its last aircraft with the “Canyon Blue’ livery last year.

Looking for a new airplane model? Head over to our friends at the Midwest Model Store for a wide selection of airlines and liveries.

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.

WestJet Transitions Out of Freighter Operations, Cargo VP Resigns

Cargo boss Kirsten de Bruijn has tendered her resignation, and the Canadian airline plans to wind down remaining freighter operations.

AirlineGeeks.com Staff

Friday, March 28, 2025 at 11:09 AM ET

Verified

Edited By:

Ryan Ewing

WestJet Cargo has four Boeing 737-800 converted freighter aircraft in the fleet. Two of them are currently parked. (Photo: WestJet)

The end of the road is near for freighter operations at WestJet. Cargo boss Kirsten de Bruijn has tendered her resignation, and the Canadian airline plans to wind down remaining freighter operations once it determines how to dispose of the four leased aircraft.

WestJet’s flirtation with operating a dedicated all-cargo airline alongside its main passenger business was short-lived, reflecting an overzealous reading of opportunities in the challenging Canadian market after airfreight demand temporarily skyrocketed for 18 months during the COVID crisis.

WestJet CEO Alexis von Ohensbroech earlier this month posted on LinkedIn that de Bruijn, who was recruited from Qatar Airways in 2022 to build out the dedicated cargo organization, had given her notice to leave, effective in June.

De Bruijn, whose title is executive vice president-cargo, told FreightWaves by email that the company has made a strategic decision to discontinue freighter operations but will continue to operate two charter routes for the time being while it determines how to divest the four Boeing 737-800 converted freighters it acquired.

“WestJet Cargo has reassessed its strategy regarding the dedicated cargo freighter operation and has made the decision to not continue the freighter operations as part of WestJet Group’s core strategy,” de Bruijn said.

The writing was on the wall for WestJet Cargo early last year. FreightWaves was first to report last August that WestJet had abandoned its scheduled freighter business one year after its launch because of weak sales. WestJet placed two cargo jets in storage and operated the other two on a limited basis under contract with businesses seeking airlift for specific needs.

WestJet missed its window of opportunity when Transport Canada took a year longer than expected to certify the passenger-to-freighter conversion of the Boeing 737-800s for commercial use because of heightened sensitivity about Boeing’s safety record following two deadly accidents and reports of shoddy production quality, per FreightWaves. Instead of launching service in 2022, the first WestJet Cargo flight didn’t take place until April 2023, when the air cargo market was cooling off.

WestJet’s strategy was based on high-frequency shuttles in a tight network marketed toward freight forwarders and other businesses. Scheduled service initially connected several cities in Canada and Mexico, as well as Los Angeles and Miami. The company determined that the air cargo market in Canada was underserved and that it could fill a niche between overnight express delivery and international long-haul service. Booming e-commerce demand during the pandemic influenced the decision to start a stand-alone freighter operation.

Air cargo experts say WestJet Cargo had a difficult business case. Narrowbody freighter aircraft are best suited for express delivery and postal services, or integrated logistics companies that use aircraft along with ground operations for time-definite delivery. They also make economic sense in narrow applications serving niche destinations where there are few competitors.

WestJet also was unable to wrest business from Cargojet, the dominant cargo carrier in Canada, and Air Canada. Cargojet has locked up business from integrated express carriers like Purolator and DHL, as well as large e-commerce platforms. Ultimately, the modest Canadian market wasn’t big enough for another all-cargo operator to successfully compete. Even Air Canada, which also launched its own cargo airline in response to pandemic demand, has scaled back freighter ambitions. Cargojet and Air Canada operate larger aircraft, such as the Boeing 767, that many consider better for regional air cargo operations than a 737-800.

De Bruijn’s moves to staff WestJet Cargo with experienced personnel from foreign airlines or feed cargo to Chicago to help logistics provider Flexport fill Boeing 747 freighters chartered from Atlas Air on outbound routes to Asia were unable to change the company’s fortunes.

WestJet Cargo pivoted the business last summer from scheduled service, which required it to fill the planes on its own, toward renting aircraft and crews to dedicated customers. But the charter business has also had difficulty gaining traction. WestJet Cargo continues to operate flights five days a week between Newark International Airport in New Jersey and Bermuda under a transportation agreement with Cargojet, de Bruijn said. It also flies about twice a month from Toronto to Havana and back.

“WestJet is exploring various opportunities for all these aircraft and no final decision has been taken yet on the final end of operations or what solution we will agree on,” de Bruijn said.

Potential options include negotiating a return of the aircraft to lessor BBAM Ltd. Partnership or subleasing them to another airline. WestJet is in a bind, according to aviation experts, because the market has a surplus of narrowbody freighters and there is little demand for capacity. WestJet won’t be able to resell the freighters “unless there is a fire sale,” said one cargo veteran who asked not to be identified so as not to jeopardize business relations with airlines.

Several smaller airlines, in fact, have also recently shuttered their freighter divisions because of shrinking business.

Slovakia-based AirExplore is slowly exiting the cargo charter business to focus on passenger flying. It is returning aircraft to lessors and subleasing some units to other carriers. SmartLynx Airlines is also giving up on the all-cargo business after losing a contract with DHL Express in Europe. Last year, parent company Avia Solutions Group also closed down regional cargo airline Bluebird Nordic, which was based in Iceland. Other operators have stopped adding aircraft or shrunk their fleets.

WestJet’s cargo division continues to manage shipments moving on the airline’s passenger aircraft, but people familiar with the airline say belly volumes are relatively modest. Earlier this month, WestJet announced a capacity purchase agreement with Virgin Atlantic to ship goods from Toronto to London. Essentially operating as a logistics company, WestJet has committed to pay Virgin Atlantic for about 22 tons of capacity per day and market the space to shippers in Canada looking to reach markets in the U.K. and beyond.

The Loadstar first reported about de Bruijn’s departure, but some of the reporting was not definitive or attributed to known public information.

AirlineGeeks.com Staff

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.

Republicans Propose Bill to Abolish TSA

Mike Lee of Utah and Tommy Tuberville of Alabama have launched a legislative effort to dismantle the Transportation Security Administration (TSA).

Ryan Ewing

Friday, March 28, 2025 at 09:33 AM ET

Verified

Edited By:

Ryan Ewing

A TSA checkpoint. (Photo: Shutterstock | Jim Lambert)

Republican Sens. Mike Lee of Utah and Tommy Tuberville of Alabama have launched a legislative effort to dismantle the Transportation Security Administration (TSA) and shift airport security to private enterprises under federal oversight.

The Abolish the TSA Act proposes to phase out the agency over a three-year period, with private security firms stepping in under a newly established Office of Aviation Security Oversight within the Federal Aviation Administration.

The senators assert that the TSA, initially established post-9/11, has evolved into an overbearing and inefficient bureaucracy. “The TSA has not only intruded into the privacy and personal space of most Americans, it has also repeatedly failed tests to find weapons and explosives,” commented Lee.

Tuberville concurs, labeling the TSA a “bureaucratic mess” that hampers American freedoms. He cited misuse of taxpayer funds, inefficiencies, and frustrating security experiences as major issues.

A Phase-Out Plan

Under the proposed bill, the Department of Homeland Security would be tasked with delivering a restructuring plan to Congress within 90 days of the bill’s enactment. This strategy would involve launching a new oversight office, delegating security roles to private companies, and redirecting TSA’s non-aviation roles to other departments.

In a one-pager on the bill, the senators highlight the success of European airports — where over 80% have privatized security screening — and the performance of U.S. airports like San Francisco International.

A handful of U.S. airports use private security contractors under the TSA’s Screening Partnership Program. These include San Francisco, Orlando Sanford in Florida, and Kansas City, Missouri.

The Senators also noted a 2015 investigation where 95% of mock threats evaded detection by the TSA.

This proposal comes just weeks after the Department of Homeland Security ended collective bargaining for over 50,000 Transportation Security officers. The American Federation of Government Employees – which represents these workers – is now suing the agency.

Ryan Ewing

Congress Looks to Restrict Public Charter Operators

Renewed legislation has been introduced to Congress aimed at closing so-called loopholes in airport security for public charter operators.

AirlineGeeks.com Staff

Friday, March 28, 2025 at 08:00 AM ET

Verified

Edited By:

Ryan Ewing

A JSX Embraer aircraft. (Photo: Shutterstock | Angel DiBilio)

Renewed legislation has been introduced to Congress aimed at closing so-called loopholes in airport security.

The Safer Skies Act, a bipartisan bill sponsored by representatives Nick Langworthy of New York, Jack Bergman of Michigan, and Marc Veasey of Texas, seeks to boost safety standards for operators that don’t currently have “rigorous screening requirements.”

According to a news release from Congressman Langworthy’s office, the Safer Skies Act would require the Transportation Security Administration to update its screening requirements for Part 135 and Part 380 operators that offer individual seats in advance, give publicly available schedules, and operate aircraft with more than nine seats.

The act, brought back to the floor after first being introduced last year, would also mandate these operators be “held to the same security standards as any other scheduled commercial airline.”

On behalf of the Aviation Safety Caucus, Langworthy hosted a press conference in Washington, D.C., on Wednesday afternoon to discuss the bill.

“Everyone who gets on a flight – whether you’re a passenger, pilot or crew member – they expect to reach their destination safely, because they’re accustomed to the high standards of safety and professionalism that defines the United States aviation industry,” he said during the conference. “With the rise of social media and more widespread accounting of airline incidents, it’s more important now than ever to dedicate ourselves to the mission of the Aviation Safety Caucus.”

Langworthy said the Safer Skies Act will “ensure no passenger bypasses rigorous screening” and keep U.S. skies safe from terrorists.

An Aero Embraer jet (Photo: AirlineGeeks | William Derrickson)

The new legislation, according to Langworthy’s news release, has received bipartisan support in Congress and from several aviation groups, including the Air Line Pilots Association, Association of Flight Attendants, National Air Carrier Association, and the Transport Workers Union.

Union Support

“Gaming the system to get a competitive leg up by putting all of us at risk can’t fly!” said Sara Nelson, president of the Association of Flight Attendants-CWA, in the release. “We applaud Representative Langworthy for taking action to stop outrageous attempts to skirt safety and security requirements that were put in place following September 11th. Never again. The irony should be lost on no one that those attempting to game the system are creating an aviation model grounded in the idea that if you have money the rules don’t apply to you. This is about crew and passenger safety and the security of the entire country.”

The bill comes after the U.S. Department of Transportation tentatively approved SkyWest Charter’s application to operate as a commuter air carrier in February after nearly three years of regulatory challenges.

SkyWest Charter (SWC) aims to operate public charter flights to serve small communities that have seen reductions in air service. The Air Line Pilots Association and other groups have argued that SWC’s proposed operations could undermine safety standards.

A SkyWest Charter CRJ-200 aircraft (Photo: Shutterstock | Robin Guess)

Other carriers – including JSX and Aero – would likely be subject to these additional screening requirements. Currently, the two carriers operate from fixed based operators (FBOs) with no standard TSA security checkpoints.

In January, Aviation International News reported that the TSA updated security measures for Part 380 public charters. The National Air Transportation Association (NATA) told its members it was reviewing the TSA changes and “communicating with affected operators to ensure a clear understanding and alignment on implementation.”

That said, the organization couldn’t specify on what exactly would be changed since it was classified.

AirlineGeeks.com Staff

Cathay Group Expands Mainland China Service

The Cathay Group announced on Thursday a significant expansion of its flight schedule between Hong Kong and mainland China.

Tolga Karadeniz

Thursday, March 27, 2025 at 02:43 PM ET

Verified

Edited By:

Ryan Ewing

A Cathay Pacific A321neo (Photo: Cathay Pacific)

The Cathay Group announced a significant expansion of its flight schedule between Hong Kong and mainland China, aiming to capitalize on the rapidly growing two-way travel demand during the peak summer season. The airline group will operate nearly 300 return flights per week to 20 destinations across the Chinese mainland.

Lavinia Lau, Cathay’s Chief Customer and Commercial Officer, said: “We are delighted to be expanding our flight schedule in the Chinese Mainland this summer with services to 20 passenger destinations and increased frequencies on many of our popular routes. With our unique position of having deep roots in Hong Kong, being proudly part of China, and connecting the world, we are committed to providing a seamless travel experience for our customers whether they are flying to, from or via our home hub.”

The expansion strategically focuses on key economic regions, including the Beijing-Tianjin-Hebei and Yangtze River Delta areas, where Cathay is bolstering flight capacity.

Specifically, flights to Beijing Capital International Airport will increase to seven daily return flights, complemented by a daily flight to Beijing Daxing International Airport operated by HK Express, totaling 56 weekly return flights to Beijing. Similarly, Shanghai Pudong International Airport will see eight daily return flights, with an additional 11 weekly return flights to Shanghai Hongqiao International Airport, bringing the total to 67 weekly return flights to Shanghai.

Beyond these major hubs, Cathay is also enhancing connectivity to other prominent Chinese mainland cities. Zhengzhou, Ningbo, Haikou, and Chongqing will each see an increase from four weekly return flights to daily flights, with HK Express adding daily flights to Ningbo.

Other routes getting increased frequencies include Hangzhou, with four daily return flights, Nanjing, with two daily return flights, Wenzhou, with 10 weekly return flights, and Wuhan, with 12 weekly return flights. Adding to the expanded network, Cathay Pacific will launch flights between Hong Kong and Urumqi on April 28. T

he nearly 300 weekly return flights represent a nearly 40% increase compared to 2024.

Tolga Karadeniz

Tolga is a dedicated aviation enthusiast with years of experience in the industry. From an early age, his fascination with aviation went beyond a mere passion for travel, evolving into a deliberate exploration of the complex mechanics and engineering behind aircraft. As a writer, he aims to share insights , providing readers with a view into the complex inner workings of the aviation industry.

Cruz Reveals Cause of False Traffic Alerts

New details have emerged about false traffic alerts that occurred near Reagan National Airport in Washington, D.C., earlier this month.

Ryan Ewing

Thursday, March 27, 2025 at 12:20 PM ET

Verified

Edited By:

Ryan Ewing

Aircraft landing at Reagan National Airport (Photo: Shutterstock | Ceri Breeze)

New details have emerged about false traffic alerts that occurred near Reagan National Airport in Washington, D.C., earlier this month. During a Senate hearing on Thursday, Senator Ted Cruz (R-Texas) said the alerts were caused by Secret Service and U.S. Navy activity.

Cruz stated that these alerts stemmed from the two agencies “improperly” testing counter-drone technology near the airport on March 1.

This testing came just over a month after January’s midair collision involving an Army Black Hawk helicopter and PSA Airlines CRJ-700 near the D.C. airport. The accident, which is still under investigation, killed all 67 on both aircraft.

According to the National Transportation Safety Board’s preliminary report, there were 15,214 loss-of-separation occurrences at the airport between commercial airplanes and helicopters between October 2021 and December 2024. The FAA has since halted nonessential helicopter operations near Reagan National after an “urgent” NTSB recommendation.

False Reports

Despite “several” commercial aircraft receiving Traffic Collision Avoidance System (TCAS) alerts near the airport on March 1, there was no conflicting traffic, the FAA stated.

One Republic Airways crew noted an onboard alert at approximately 1,200 feet, adding that “there was something diving straight onto us,” per air traffic control audio recordings. Another PSA crew said it received two traffic advisories, warning of a nonimminent collision.

“ I think we were all alarmed that just a few weeks after the tragedy, commercial pilots were being told they were at imminent risk of a deadly midair collision,” Cruz said. “It’s now come to my attention that these warnings were caused by the Secret Service and the U.S. Navy and improperly testing counter drone technology at DCA.”

He added that the Navy was using the same spectrum band as TCAS, causing the false alerts. The FAA had previously warned the Navy and Secret Service against using this same band.

Acting FAA Administrator Chris Rocheleau confirmed the previous warning during the hearing.

“ Let me just say this deeply disturbing that just a month after 67 people died, while an approach to DCA that the Secret Service in Pentagon would inadvertently cause multiple flights to receive urgent cockpit alerts recommending evasive a action,” Cruz said. “It is inappropriate for such testing to occur at DCA given the facts of what occurred, and I expect this committee to investigate why precisely that happened.”

Editor’s Note: This story first appeared on FlyingMag.com

Ryan Ewing

Air Canada Adds Its Longest 737 Route

Air Canada is set to add its longest scheduled Boeing 737 MAX route this summer. This route is new to the airline’s network.

Ryan Ewing

Thursday, March 27, 2025 at 11:46 AM ET

Verified

Edited By:

Ryan Ewing

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

Air Canada is set to add its longest scheduled Boeing 737 MAX route this summer. This route is new to the airline’s network.

Starting on June 26, the Canadian flag carrier will connect Montreal and Edinburgh, Scotland, with seasonal service. Flights will operate three times per week through Sept. 7.

The airline also serves Edinburgh from Toronto, but with a Boeing 787 Dreamliner.

“This is a fantastic addition to our North America connectivity, and we are delighted that Air Canada is adding more options from Scotland’s busiest airport,” Gordon Dewar, chief executive of Edinburgh Airport, said in a news release.

Long-Haul MAX Route

Air Canada deploys its 737 MAX fleet on a handful of trans-Atlantic flights, including between Halifax and London Heathrow and Montreal to Reykjavík, Iceland.

Currently, its longest 737 MAX route is between Halifax and London at 2,858 miles. The distance between Montreal and Edinburgh is 3,031 miles.

The new flight is planned at six hours and 25 minutes on the eastbound segment, and seven hours and 20 minutes westbound.

Brazil’s Gol maintains the title for the world’s longest 737 MAX flight. Its service from Brasília to Orlando, Florida, is 3,778 miles.

Ryan Ewing

TAAG Angola Airlines Targets U.S. Flights

TAAG aims to restore Houston’s connection to Angola, a route inactive since SonAir’s Luanda-Houston service ended in 2018.

Victor Shalton

Thursday, March 27, 2025 at 10:16 AM ET

Verified

Edited By:

Ryan Ewing

TAAG's first Boeing 787 (Photo: TAAG)

Angola’s national carrier, TAAG Angola Airlines, is preparing to launch non-stop flights to Houston, with Ishrion Aviation reporting on Tuesday, that the airline has filed an application with the U.S. Department of Transportation for service from Luanda.

This move, contingent on Angola securing a Federal Aviation Administration Category 1 certification, aligns with details shared by TAAG Chairman Antonio dos Santos Domingos during an interview conducted by NewsAero at the 56th AFRAA General Assembly in Cairo from November 17-19, 2024. The initiative is further enabled by the U.S.-Angola Open Skies Agreement, signed on October 15, 2024.

TAAG aims to restore Houston’s connection to Angola, a route inactive since SonAir’s Luanda-Houston service ended in 2018. According to the November 2024 interview, Domingos revealed, “We have plans to strengthen our international presence, particularly with the Luanda-Houston flight by 2027.”

To support this, TAAG is acquiring four Boeing 787 Dreamliners — two 787-8s and two 787-9s — with the first 787-8 registered as D2-TEQ, under a sale and leaseback agreement with AerCap delivered in late-January. These aircraft will replace aging Boeing 777-200ERs, offering the efficiency and range for the 7,636-mile route.

The Open Skies Agreement, formalized in Luanda by Angola’s Secretary of State Domingos Custódio Vieira Lopes and U.S. Ambassador Tulinabo Mushingi, sets the stage for TAAG’s U.S. ambitions.

Currently, TAAG operates a fleet of five Boeing 777-300ERs, three 777-200ERs, seven Boeing 737-700s, six Dash Q400s, two Airbus A220-300, and a Boeing 787-8 aircraft. Its cargo division includes a Boeing 737-800BCF and a converted 737-700. A second 737-800F is expected in 2025. TAAG Angola Airlines welcomed its second Airbus A220-300 registered as D2-TAF, on March 14.

The airline aims to expand its fleet to 50 aircraft by 2027, up from the present 26, with plans to phase out older Boeing 737-700s and 777s. Domingos also revealed that TAAG is considering the integration of the Boeing 737 MAX into its fleet, stating, “We have begun discussions, and an order is virtually confirmed. However, the availability of aircraft on the market remains a challenge.” Notably, out of TAAG’s seven Boeing 737-700s, only four are currently operational.

Victor Shalton

Victor Shalton's love for aviation can be traced to when he was 11-years-old. As a seasoned aviation writer, he takes pride in providing the best aviation coverage around the globe and is passionate about advancing his skills in the aviation space. In addition, he loves travelling, writing, arts and while his speaking engagements have taken him around the world, he is proud to call Nairobi home.

U.S.-Canada Flight Bookings ‘Collapse’

Analysts find that passenger bookings for U.S.-Canada routes through September 2025 are down by 70%, according to a new report.

AirlineGeeks.com Staff

Thursday, March 27, 2025 at 09:48 AM ET

Verified

Edited By:

Ryan Ewing

An Air Canada Express Bombardier CRJ-900 operated by Jazz Aviation. (Photo: AirlineGeeks | William Derrickson)

A new aviation market analysis by OAG on Wednesday details a downward trend in demand in recent weeks and “a sharp decline in forward bookings” despite airline capacity looking largely unchanged in the most recent weekly update.

Regarding capacity, over 320,000 seats have been removed by airlines operating between the U.S. and Canada through October, according to the report comparing scheduled one-way seat filings on March 3 and March 24.

“The most noticeable cuts are in July and August – the two peak summer season months – where airlines have cut capacity by some 3.5%,” the report stated.

Future bookings are much bleaker. The report added that future flight bookings between the U.S. and Canada have “collapsed” by over 70% in every month through the end of September.

“This sharp drop suggests that travellers are holding off on making reservations, likely due to ongoing uncertainty surrounding the broader trade dispute,” according to the OAG report.

Using OAG’s March 2024 and March 2025 future bookings as a snapshot, September alone is down over 167,000 scheduled flights.

United and Air Canada have already reduced their transborder operations between the U.S. and Canada for the upcoming summer season. Earlier this month, Canadian ultra-low-cost carrier Flair cancelled three of its U.S. routes amid deteriorating U.S.-Canada relations.

AirlineGeeks.com Staff

Jury Trial Planned for Boeing Criminal Case

A federal judge has ordered that Boeing’s criminal case accusing the company of negligence for 2019’s Ethiopian Airlines crash will go to jury trial.

AirlineGeeks.com Staff

Wednesday, March 26, 2025 at 04:34 PM ET

Verified

Edited By:

Ryan Ewing

An Ethiopian Airlines 737 MAX 8. (Photo: AirlineGeeks | William Derrickson)

A federal judge has ordered that Boeing’s criminal case accusing the company of negligence for 2019’s Ethiopian Airlines crash will go forward to jury trial this summer.

On Monday, the Wall Street Journal reported that Boeing was attempting to withdraw its guilty plea agreement for the criminal case where it was blamed for misleading regulators before two deadly 737 MAX aircraft crashes.

The report, which cited “people familiar with the matter” stated that Boeing is hoping to receive gentler treatment by the Justice Department, which is reviewing several pending criminal cases yet to go to trial under President Donald Trump’s administration.

Changes to the plea deal were expected to be proposed to U.S. District Judge Reed O’Connor by April 11, according to the Wall Street Journal.

On Tuesday, however, O’Connor abruptly revoked the remaining time and filed an order for the criminal case to go to jury trial on June 23, 2025.

Erin Applebaum, an attorney at Kreindler & Kreindler, which represents 34 families who lost loved ones on Ethiopian Airlines flight 302 in 2019, emailed a statement to AirlineGeeks regarding the upcoming trial.

“For six years, the families of Boeing’s victims have waited for the justice system to hold Boeing accountable for the deadliest corporate crime in U.S. history,” he stated. “Judge O’Connor has now set a trial date, with Boeing’s ongoing refusal to change its behavior appearing to have been the final straw. We urge the Department of Justice to stand on the right side of history, reject any further plea negotiations, and move forward with a full prosecution. The families deserve their day in court, and this opportunity for justice must not be squandered.”

Former CEOs, Suppliers Protected

Another federal judge has recently dismissed a civil lawsuit accusing two former Boeing CEOs of being personally liable for the company’s negligence regarding an individual killed in March 2019’s Ethiopian crash.

U.S. District Judge Jorge L. Alonso granted Boeing’s motion to dismiss the claims against former CEOs David Calhoun and Dennis Muilenburg in the U.S. District Court for the Northern District of Illinois on Friday.

First filed in January 2020 by the parents of Samya Stumo, an individual killed in the crash, the lawsuit also accuses Boeing suppliers Rosemount Aerospace and Rockwell Collins of negligence.

According to Friday’s court order obtained by AirlineGeeks, the motion to dismiss the claims of negligence against Calhoun and Muilenburg was approved because plaintiffs did not provide enough factual allegations to support them.

The court found that the claims did not demonstrate the CEOs’ personal participation in or knowledge of Boeing’s alleged negligence. These claims were also seen as too reliant on the CEOs’ positions rather than concrete evidence of their involvement or awareness of risk.

“The Court agrees with the CEOs that Plaintiffs have not pointed to sufficient allegations of the CEOs’ active participation in Boeing’s negligence or supporting a reasonable inference of knowledge sufficient to give rise to liability, so the CEOs’ motion to dismiss is granted,” the motion stated.

Additionally, the court found that because Boeing had accepted liability for compensatory damages, punitive damages were not available against the suppliers under Illinois law or Washington law – where Boeing is headquartered.

AirlineGeeks.com Staff