Air Mauritius Faces Financial Crisis

On March 14, Air Mauritius Board Chairman Kishore Beegoo, who assumed the role in January, addressed the press to outline the dire state of Air Mauritius.

Victor Shalton

Monday, March 31, 2025 at 07:00 AM ET

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Edited By:

Ryan Ewing

An Air Mauritius Airbus A350-900 (Photo: Airbus)

On March 14, Air Mauritius Board Chairman Kishore Beegoo, who assumed the role in January, addressed the press to outline the dire state of Air Mauritius. According to reports from that conference, he described the airline as being in a critical financial condition, with accumulated losses that have severely undermined its stability.

Specifically, he highlighted that the financial statements for the year ending March 2024 showed losses amounting to Rs 15.5 billion (approximately 317 million euros).

Beegoo painted a grim picture, noting a deficit in shareholder equity of Rs 9.5 billion (195 million euros) and a “negative equity” situation approaching Rs 10 billion. He attributed this to a decade of mismanagement, including strategic missteps like retaining an Rs 8 billion (163.6 million euros) loan from Airport Holdings Ltd (AHL) as debt for two years instead of converting it to equity earlier, which damaged the airline’s credit profile. “It hurt our standing with banks and suppliers,” Beegoo said, noting it blocked smart moves like fuel hedging to cut costs.

This loan was finally converted to equity by February 2025, allowing the 2024 financials to be finalized. He also criticized past decisions, such as selling aircraft only to lease back older, less efficient Airbus A330s, and locking into unfavorable contracts, including an over-order of Airbus A350s under unfavorable contracts, locking the airline into long-term financial burdens.

Operationally, Beegoo pointed to a disorganized structure with a lack of cohesion and accountability across departments. The commercial division, for instance, had been selling tickets at a loss due to poor cost oversight, while the technical department’s budget ballooned to Rs 5 billion annually (102.25 million euros), 19% of total expenses, exacerbated by a Rs 442 million (9.04 million euros) stock of obsolete spare parts. He also flagged organizational issues, including excessive politicization—famously quipping about “a doctor giving instructions to pilots.”

To address the situation, Kishore Beegoo outlined a restructuring plan launched under his leadership. This included reinstating Laurent Recoura as Chief Commercial Officer. Recoura stepped down in July 2024 after being suspended in May 2024 amid allegations of misconduct and a dispute with the ousted CEO, Charles Cartier. Beegoo also recruited three financial experts to overhaul cost management, as well as planning to hire 12 technicians and 16 engineers in April 2025, supported by a technical agreement with Airbus.

Beegoo emphasized a goal of reaching a break-even point within a year and profitability by the second year, though he cautioned that reversing a decade of damage would take time. “We will not be able to change in three months what has been done wrong in 10 years, we are working on the restructuring of the company,” said the new Chairman of Air Mauritius.

For aircraft purchased in excess, Air Mauritius is in discussion with Airbus to explore options to modify or postpone the purchase, so that the burden of paying for an aircraft that the company does not need immediately does not penalize, the chairman said.

Air Mauritius signaled a new direction with the appointment of a fresh Board of Directors on January 13. Kishore Beegoo succeeded Marday Venketasamy as Chairperson, leading efforts to restore the airline’s financial health.

The airline is owned by Airport Holdings Ltd (AHL), a holding company controlled by the Government of Mauritius (51%) and the Mauritius Investment Corporation (MIC), a subsidiary of the Bank of Mauritius (49%).

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.

Controllers Brawl at DCA Tower

A fight broke out between two air traffic controllers inside the tower at Reagan National Airport on Thursday, per a report.

Ryan Ewing

Saturday, March 29, 2025 at 02:52 PM ET

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Ryan Ewing

Ronald Reagan Washington National Airport. (Photo: Shutterstock | TJ Brown)

A fight broke out between two air traffic controllers inside the tower at Reagan National Airport on Thursday. According to a Daily Mail report, the controllers were on duty at the time.

After a heated argument, one controller threw a punch at the other, per the report, which cited unnamed sources. Others intervened to break up the fight, but blood was found on a console in the tower’s cab.

“That facility is out of control. People are cracking because of what happened in January,” one source told the Daily Mail, referring to the D.C. airport’s tower.

The Federal Aviation Administration says it is investigating the fight. It occurred just months after the Jan. 29 midair collision between a Black Hawk helicopter and PSA Airlines flight 5342 near the airport.

Between October 2021 and December 2024, there were 15,214 “occurrences” between commercial airplanes and helicopters near Reagan National, the NTSB said in its preliminary report on the accident.

Ryan Ewing

Ryan founded AirlineGeeks.com in February 2013 and has spent more than a decade covering the airline business. His work has been featured by CNN, WJLA, CNET, and Business Insider. His aviation experience spans airport operations, Part 135 regulatory compliance, and airline crew workforce planning, along with time behind the yoke of a Cessna 172 and interviews with airline executives. Ryan now serves as Group President of Firecrown Media’s Aviation Group. He holds a B.S. in Air Transportation Management and an MBA from Arizona State University and teaches Airline Management at Embry-Riddle Aeronautical University.

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

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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

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

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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

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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

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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

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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

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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

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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

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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