Vistara, the growing Indian full-service airline, recently took delivery of its last Boeing 787-9 Dreamliner from its large aircraft order placed in 2018.
Vistara 787-9 aircraft on the Boeing flight line in Everett, Wash. (Photo: AirlineGeeks | Katie Zera)
Vistara, the growing Indian full-service airline, recently took delivery of its last Boeing 787-9 Dreamliner from its large aircraft order placed in 2018.
The order came at a time when Vistara was just a small upstart in the Indian aviation industry. It had taken delivery of its first aircraft in 2015. There were aspirations for international operations at the time but initial flights were limited to short-haul aircraft due to aircraft availability.
In late summer 2019, the airline launched its first international flights from New Delhi to Singapore using a former Jet Airways Boeing 737. The carrier then took delivery of its first of many Boeing 787-9 widebody aircraft from its 2018 order.
This aircraft was delivered in February 2020 and took to the skies domestically at first by shuttling passengers between New Delhi and Kolkata in May 2020. After a short familiarization period, the airline launched its first international long-haul route using the Dreamliner to London’s Heathrow Airport from New Delhi.
Over the years the airline has continued to add international long-haul destinations as more Dreamliners joined the fleet. The airline now serves destinations such as Frankfurt, Paris, and Bali, Indonesia with Boeing 787 Dreamliners. The international network is also supplemented by Airbus A320 family aircraft that fly short to medium haul destinations like Jeddah, Saudi Arabia, and Bangkok.
Merger with Air India
With the delivery of this aircraft, the Vistara fleet now stands at 70 aircraft in service and no more aircraft on order. The airline will now be shifting gears to focusing on the next big task: working on the merger with Air India.
Historically, Vistara was a joint venture between the Tata Group and Singapore Airlines. When the Tata Group emerged as the entity that was going to take over Air India from the government, there was considerable speculation as to what would happen to the brand.
Eventually, it became clear that a merger was in order between Air India and Vistara. The Indian government signed off on the merger in late 2023 and it’s expected that final regulatory clearance for the merger should be done by the middle of 2024. The actual merging of operations would then begin and it is expected to wrap up halfway through 2025.
The merger will make Air India the country’s second-largest domestic carrier and the largest international carrier with a combined fleet size of over 200 aircraft. It’s expected that Singapore Airlines will keep a stake in the combined entity as part of the merger agreement. The airline currently owns about half of Vistara and will retain ownership of approximately a quarter of the combined entity after the merger.
Hemal took his first flight at four years old and has been an avgeek since then. When he isn't working as an analyst he's frequently found outside watching planes fly overhead or flying in them. His favorite plane is the 747-8i which Lufthansa thankfully flies to EWR allowing for some great spotting. He firmly believes that the best way to fly between JFK and BOS is via DFW and is always willing to go for that extra elite qualifying mile. Hemal's opinions are his own and do not reflect those of his employer.
Norse Adds London-Las Vegas Route
Norse Atlantic Airways will be launching a new route connecting London Gatwick to Las Vegas starting in September 2024 with three weekly flights.
Norse Atlantic Airways will be launching a new route connecting London Gatwick to Las Vegas starting Sept. 12, 2024. The airline will offer three nonstop weekly flights.
The new service will be designated as Norse flight Z0777 and will feature Norse Atlantic’s Economy and Norse Premium cabins, according to the airline. The low-cost carrier’s Boeing 787 Dreamliner aircraft are configured with 338 seats.
Norse will compete with both British Airways and Virgin Atlantic, which serve Las Vegas from their hubs at London’s Heathrow Airport.
“We are delighted to see Norse Atlantic’s continued growth at London Gatwick,” said Stephanie Wear, VP of Aviation Development at London Gatwick, in a news release. “Las Vegas is a popular leisure route and it’s fantastic to see direct flights return from September for the winter season.”
“We look forward to welcoming Norse Atlantic Airways to Las Vegas for the first time this September,” said Steve Hill, President and CEO of the Las Vegas Convention and Visitors Authority.
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.
A Mexicana 737-800 in Tijuana (Photo: Aquintero82, CC0, via Wikimedia Commons)
Mexico’s state-owned airline, Mexicana, is facing a major legal hurdle. On Wednesday, a Texas-based company, SAT Aero Holdings, filed a lawsuit in a Manhattan federal court. The lawsuit seeks at least $841 million in damages for alleged breaches of contract that crippled their efforts to help launch the airline.
SAT Accuses Mexicana of Multiple Contract Breaches
Per a Reuters report, SAT claims they were hired by the Mexican government in 2023 to provide a critical array of services to get Mexicana off the ground. These services included securing aircraft and necessary insurance, along with recruiting and training qualified pilots and crew members. However, the lawsuit paints a stark picture of how Mexicana’s alleged actions hindered this critical partnership.
According to SAT, Mexicana repeatedly undermined their efforts from the very beginning. The lawsuit details several specific breaches of contract. One critical allegation is that Mexicana failed to pay a minimum of $5.5 million in deposits for leased aircraft.
This initial financial hurdle significantly hampered SAT’s ability to secure the necessary aircraft for Mexicana’s launch, hindering the airline’s operational setup. Furthermore, the lawsuit alleges that Mexicana refused to sign crucial documents required for the airline’s operations. These documents could have been essential for securing landing rights and establishing flight schedules, potentially causing significant disruptions for Mexicana’s early operations.
SAT also accuses Mexicana of actively poaching pilots and crew members they had specifically recruited to assist with the launch. This alleged poaching of personnel could have significantly impacted Mexicana’s ability to function smoothly in its early stages, potentially causing delays and safety concerns.
SAT argues that these alleged breaches significantly hampered their ability to fulfill their contractual obligations and ultimately hindered Mexicana’s launch. They are seeking $838.5 million in damages to compensate for the alleged lost revenue and wasted efforts incurred during their partnership. In addition to the core contractual damages, SAT is also seeking compensation for over $2.4 million in “out-of-pocket” costs they claim to have accrued during their work with Mexicana.
Mexicana’s Struggles and Legal Battle
The lawsuit comes amidst Mexicana’s ongoing struggle to establish itself in the Mexican aviation market. Launched in late 2023, the airline was intended to be a more affordable alternative to established carriers like Aeroméxico. However, the company initially faced difficulties acquiring aircraft, starting operations with a limited fleet of leased and military planes. President López Obrador recently announced plans for Mexicana to purchase 20 new aircraft by October 2024.
SAT said it agreed with Mexicana that contract disputes could be addressed in New York courts under that state’s law. Mexicana, which has not yet responded to the lawsuit, could face significant financial strain if the court rules in favor of SAT. The legal battle is expected to be lengthy and complex, and the court’s decision will have a major impact on the future of Mexico’s state-owned airline.
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.
Amsterdam’s Schiphol Airport Tests Self-Driving Electric Buses
Amsterdam Schiphol Airport is trialing self-driving electric buses to transport employees working in the airport's airside area.
Self-driving electric shuttles at Schiphol Airport (Photo: Schiphol Airport | Roger Cremers)
Amsterdam Schiphol Airport is trialing self-driving electric buses to transport employees working in the airport’s airside area. The two self-driving Ohmio buses follow a fixed route with stops at various facilities used by cleaning and ground handling companies, according to the airport.
The initial phase of the trial focuses on testing the technology and how it adapts to the airport environment. Employee experience is also being evaluated, with 89% of initial users reporting a positive experience and willingness to use the service again. The trial will continue until the end of April to assess the feasibility of expanding the program.
“This trial represents another step towards our ambition of having an emission-free and autonomous ground operation by 2050,” said Jan Zekveld, head of innovation at Royal Schiphol Group, in a news release. “The knowledge and insights gained during this test period are of significant added value to future autonomous developments at Schiphol.”
Schiphol is the first airport in the Netherlands to utilize Ohmio’s self-driving technology for passenger transport on the airside. These pre-programmed Automated Guided Vehicles (AGVs) consider other vehicles and pedestrians on the road when determining speed, stopping, and yielding.
In 2023, similar Ohmio vehicles were tested at New York’s JFK Airport. The company is based out of New Zealand.
Each autonomous bus can carry eight passengers and takes about five minutes to complete its route. Employees can board directly from designated staff walkways.
Future-Proofing Ground Operations
“This collaboration underscores Ohmio’s commitment to advancing visionary approaches for the future of transport,” said Mohammed Hikmet, Executive at Ohmio. “We are enthusiastic about the opportunity and are honored to join hands with Schiphol Airport, a leading player in Europe’s aviation industry.”
The trial is part of Schiphol’s long-term goal of achieving a zero-emission ground operation by 2050. The airport says it envisions a future where all ground vehicles are replaced with a fleet of autonomous, electric vehicles, while employees transition to more supervisory and task-oriented roles.
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.
A Fedex 767 in Las Vegas (Photo: AirlineGeeks | William Derrickson)
The board of the FedEx pilots’ union has elected its third chairman in eight months as the group tries to overcome internal divisions that have hampered efforts to achieve an updated labor contract.
The FedEx Master Executive Council voted for Captain Jose Nieves, a Boeing 757 pilot who has been at FedEx for 28 years, to lead the union’s 5,800 members, the Air Line Pilots Association announced late Tuesday.
Nieves replaces Captain Billy Wilson, who was elected Oct. 30, 2023 for an interim term through March 2025 but was voted out this month in the face of growing opposition. A large subset of disenchanted pilots willing to take a more aggressive stance versus FedEx management pushed the vote.
Wilson took the helm when predecessor Christopher Norman resigned in the wake of last summer’s union rejection of a tentative agreement that leadership endorsed as delivering industry-leading improvements on pay, retirement and work-life balance.
Nieves’ term will run through March 25, 2025.
“FedEx pilots are facing challenges unlike any in recent years, and I believe this is a critical time in our union’s history,” said Capt. Nieves, in a news release. “At the top of that list of challenges is standing up to a company that has explicitly demonstrated a failure to value its pilots and employees. . .“Our pilots grow more unhappy with FedEx management by the day. It is past time for management to come to the table with a contract that recognizes our value. This is my primary focus, and the work begins today.”
Both sides have been negotiating a new labor agreement for three years and have been under the supervision of the federal National Mediation Board since October 2022. On March 8, the Air Line Pilots Association asked the NMB to declare an impasse and release the parties from mediation, the first step necessary to launch a strike action.
The new MEC leadership, responding to supporters who felt the previous board was too willing to make concessions, has made clear its willingness to take the gloves off and use any means available under the Railway Labor Act to press FedEx for better benefits. The union says it believes FedEx is not willing to change its bottom line from the deal agreed to last summer.
FedEx Corp. last week reported adjusted earnings of $3.86 per diluted share, well above analysts’ estimates of $3.45 per share, with operating income up 19% in the third quarter. Operating profit for the Express segment, which is responsible for the air network, nearly doubled after the company idled more aircraft, reduced flight activity and pared other costs. The lower flying levels also mean less pay for pilots.
FedEx has not invoked language in the existing contract that allows the airline to go below minimum guarantee pay for a four-week period when available flying time falls below certain thresholds, according to a message from a pilot who asked to remain anonymous to protect job security. FreightWaves reported early this year that such a move was possible because of the sluggish demand. But domestic flight activity subsequently picked up, according to research by Morgan Stanley.
FedEx stock increased 6% on Tuesday, reaching a three-year high of $288.99 per share.
The pilots union says FedEx’s improved performance demonstrates the company can afford a better compensation package. It took umbrage with FedEx announcing another $5 billion share buyback program. A group of pilots conducted an information picket outside the New York Stock Exchange when FedEx reported its earnings on Thursday to draw attention to their agenda.
The FedEx pilots, who once were near the top of the pay heap, want a contract similar to ones won by counterparts at American Airlines, Delta Air Lines, Southwest Airlines and United Airlines. Even pilots at Hawaiian Airlines and Alaska Airlines achieved sizable raises last year.
Cockpit crews appear to have lost leverage since airfreight and parcel demand began falling in mid-2022. FedEx also faces the strong possibility of losing some, or all, of its U.S. Postal business later this year. But the pendulum is slowly swinging back to growth, with global air cargo volumes up more than 10% for the first 2.5 months compared to the same period last year and the small package market projected by some to grow about 4% per annum over the next three years.
Editor’s Note: This story first appeared on FreightWaves
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.
The engine of Advanced Air's Dornier328Jet (Photo: AirlineGeeks | Joey Gerardi)
Hawthorne, Calif.-based Advanced Air has been slowly but modestly increasing air service in the southwestern part of the country adding flights to Carlsbad and Gallup both in New Mexico, among others. But, a few months ago, mid-EAS contract, the community in Crescent City opted to switch carriers and Advanced Air showed interest.
Crescent City is one of a handful of Essential Air Service (EAS) communities that actually fall into the Alternate Essential Air Service (AEAS) section. These AEAS cities are basically the same as EAS with the only major difference being that the community is directly awarded the grant and then they pay the airline directly for service.
This also means operational changes, like switching airlines, don’t need to be approved by the government first before they happen, and only require the approval and consent of the community. The fact that Crescent City is an AEAS contract, is the main reason that they were able to switch carriers in the middle of the contract term with little notice to the federal government.
Although the airline serves three other EAS communities; Silver City and Carlsbad in New Mexico along with nearby Californian city Merced, Crescent City will be the first EAS community it will serve with a 30-seat Dornier328Jet, affectionately named the ‘DoJet’. A rare and unique aircraft that has fallen out of the limelight from major airlines, and now is only flown on nine commercial routes in the entire country with only two airlines, only seven of which are year-round routes.
Advanced Air began flying to Crescent City on March 17, 2024, and it offers flights daily to Oakland and twice-weekly flights to the airline’s headquarters in Hawthorne, Calif., a small airport located only four miles away from the much larger LAX.
Crescent City also holds another unique opportunity for AvGeeks. Due to the timing of the flights passengers can fly from Oakland all the way to Hawthorne on the DoJet, with a quick stop in Crescent City in the middle. While it is a major detour going north to go south, it’ll take you on two of the nine DoJet routes in the country on the same day, and you’ll have two more feathers in your cap once you are done too; the Crescent City to Hawthorne flight is currently the longest flight on a DoJet in the country.
Leading Up to the Flight
Being from the East Coast I had to fly to the Bay Area the day before, a lot of flights with Advanced Air in the past have operated ‘non-sterile’ meaning they don’t use TSA and they will sometimes depart from an FBO even at larger airports like Phoenix. Due to this reason, I figured they wouldn’t offer online check-in as they haven’t done that in the past. But, 24 hours before departure time, I got an email prompting me to check in for my flight up to Crescent City.
The airline has recently started offering online check-in for its flights, and you can even get a mobile wallet version of the boarding pass. It’s nice to see the airline introducing these boarding passes, especially for people coming into Oakland on other airlines as it allows them to not need to leave security and get checked in at the ticket counter.
My mobile boarding pass for the Advanced Air flight (Photo: AirlineGeeks | Joey Gerardi)
After I checked in, I noticed something on my boarding pass, SEQ#1, I was the very first person to check in for an Advanced Air flight going to Crescent City. Being the very first one to check in didn’t do anything for me in terms of boarding order or actually anything at all, but it’s just a cool thing to have on the boarding pass and to say I have done, as I have been able to accomplish this in other EAS communities on their first days with new airlines.
Day of the Flight
On the day of the flight, I arrived at the airport about three hours beforehand to enjoy the festivities. Advanced Air’s check-in desk in Oakland is located in Terminal 1 between Delta and Hawaiian Airlines, and the counter opened two hours before the departure time. As it was the first day, they had balloons set up to celebrate the occasion.
Advanced Air’s check-in area at Oakland International. (Photo: AirlineGeeks | Joey Gerardi)
I also made sure to get my PreCheck number added, as Advanced operates sterile here in Oakland, meaning passengers need to go through security before getting on their flight. Advanced Air is a relatively new member of the PreCheck program and was not part of it the last time I flew.
Security was almost completely empty and took no time to head through, and I went to my gate to make sure it indeed existed. They had balloons set up similar to what was at the ticket counter, and Crescent City appeared on the departure board. This is the same gate that Contour used when it operated out of Oakland, so for Crescent City locals and passengers that frequent this route, not much has changed other than the airline serving it.
Advanced Air’s gate at Oakland International (Photo: AirlineGeeks | Joey Gerardi)
It wasn’t long before the star of the show arrived, a Dornier328Jet that carries the registration N334MS and has flown for many different airlines since originally being delivered to Atlantic Coast Airlines in February of 2002. It’s so fun seeing this smaller jet among the larger aircraft, and just how small it looks even compared to the slightly larger CRJs.
My ride is a Dornier328Jet with the registration of N334MS (Photo: AirlineGeeks | Joey Gerardi)
Boarding started not long after the arrival of the aircraft, and they handed out cookies to all of the passengers that either said ‘Advanced Air’ and had their logo, or said ‘I fly OAK.’ Seating on Advanced Air is similar to airlines like Denver Air Connection, it’s first come first serve, and they only board in two sections; pre-boarding, meaning passengers that need extra time or help getting to the plane, and then everyone else.
The good news is, the DoJet is laid out in a 1-2 configuration with 30 total seats, meaning two-thirds of the seats are windows, so unless you board at the very end chances are you’ll get a window if you want one. For the flight up, I chose seat 9C on the right side, as it would give me a great view of the mountains going up to northern California.
The cabin of Advanced’s Dornier328Jet (Photo: AirlineGeeks | Joey Gerardi)
Before we even pushed back from the gate, the flight attendant came around and took everyone’s drink order that would be brought out once we got in the air. Most major airlines barely offer water on flights under an hour long if at all, so the selection of drink options on this sub-hour flight is very impressive; water, coffee, tea, soft drinks, juice, and even alcohol for those that are over 21 years old. Prior to pushback the FA also brought around water bottles for folks who wanted them.
We pushed back from the gate and the engines came to life. During pushback, I noticed a Contour Air aircraft that was sitting and waiting to be flown to its next home. As Contour lost the contract in Crescent City, that also marked the end of service on the West Coast as the Crescent City to Oakland route was its only flight west of the Phoenix hub, as Oakland stood as a ‘stand-alone hub’ all by itself for the singular route.
A Contour aircraft waiting in Oakland to be flown to its next home (Photo: AirlineGeeks | Joey Gerardi)
Funny enough, Contour’s last flight to Crescent City was an eventful one. From what a passenger on their last flight told me, during their last flight to Crescent City on the night of March 16, 2024, they were circling around Crescent City before landing so the pilots could practice pattern work, night flying or something of that variety, I’m not a pilot so I didn’t understand the specifics of what type of practicing they were doing.
By the time they were done with practicing and tried to land in Crescent City, the weather had rolled in and they were unable to land so they had to divert to nearby Medford, Ore., which is the diversion location for flights going into Crescent City as being located at the base of mountains and by the sea can sometimes cause some heavy fog.
Once they got into Medford, the crew timed out and they had to stay overnight in Medford. The passenger I was talking to was going on this Advanced Air inaugural and couldn’t wait for the Contour flight the next morning, so he ended up renting a car and driving back to Crescent City. By the time Contour Air finally landed their last official flight in Crescent City, Advanced Air’s first flight out was already taking place. This means the carrier’s operations actually overlapped in Crescent City by an hour or two.
Taxiing out to the runway in Oakland (Photo: AirlineGeeks | Joey Gerardi)
During the taxi, the pilot gave a welcome announcement for the first flight to Crescent City and went over the weather and flight details. It didn’t take long to take off from the runway in Oakland, as the DornierJet is well known for its excellent performance and is actually a preferred aircraft for operating at airports at high elevations, short runways, or with tough landing conditions. While we turned north, you could see downtown Oakland out of the right side of the aircraft.
Downtown Oakland out of the right side of the airplane (Photo: AirlineGeeks | Joey Gerardi)
When we boarded the aircraft in Oakland, they also gave every passenger a goodie bag filled with Advanced Air stuff. It included a hat, lanyard, a couple of pens, and some stickers not only with the Advanced Air logo on it but also JetCenterLosAngeles which is the FBO in which the carrier operates.
It wasn’t more than ten minutes after takeoff that the FA brought around our drink orders, and shortly after that, she brought around an impressive basket of snacks and candy bars. A lot of brand-name snacks too, and not the small little bags that the big three U.S. carriers have, mostly full-sized bags.
The snack basket on Advanced Air (Photo: AirlineGeeks | Joey Gerardi)
She brought around the basket and drinks a few times on this short flight up the California coast. I spent most of the time relaxing and staring out of the window at the wonderful scenery below. There were 22 passengers on board this 30-seat jet, which is a pretty good load factor considering it was the airline’s first flight to the community.
Heading up the coast towards Crescent City (Photo: AirlineGeeks | Joey Gerardi)
Despite it only being a small jet, these Dornier328Jets feel much roomier than their larger regional counterparts like the CRJ-200 and even the CRJ-900. Plus the windows on these DoJets are much larger than the windows on other similar-sized regional jets too, which leads to excellent viewing opportunities especially with it being a high-wing aircraft.
The larger windows on the Dornier328Jet (Photo: AirlineGeeks | Joey Gerardi)
With airlines like Alaska/Horizon retiring aircraft like the Q400, these DornierJets are some of the few high-wing commercial aircraft operating passenger flights in the United States outside of the state of Alaska. They really do provide a basically unobstructed view of the scenery below.
As the flight went on, the views started to change from flatter terrain to more hills, then eventually mountains. Those on the right side got an opportunity to see Mt. Shasta, and according to another passenger we got very lucky as the weather isn’t usually clear enough to see the peak from this distance away.
Flying past Redwood National and State Parks (Photo: AirlineGeeks | Joey Gerardi)
With about 10-15 minutes of the flight left and halfway through our descent, we passed over the coast, as well as the famous Redwood National and State Parks. Of course, the trees look much smaller from that far up, but it was still neat being able to see the park from the air, especially since the Crescent City airport likes to brand itself as a gateway to the Redwoods.
From our position it was possible to see three very distinct landscapes; the beach, the forests, and the snow-capped mountains behind it. although they do exist in California, it was still a unique sight to see all three of these landscapes and to get them in the same picture without having to aggressively zoom in.
As we were on final approach, we were able to also see the community of Crescent City with the landscape behind it, another wonderful shot.
Arriving into Crescent City with the community in the background (Photo: AirlineGeeks | Joey Gerardi)
We arrived in Crescent City at 2 p.m. after slightly over 50 minutes of flying time since we left Oakland. We then taxied to the terminal where we were met with a water cannon salute by the airport’s firetruck. Another accomplishment for me on this flight: Crescent City was the 53rd Essential Air Service community I have visited.
Pulling up to the terminal in Crescent City (Photo: AirlineGeeks | Joey Gerardi)
Every EAS Airport terminal has its own unique design, whether it be a rock facade or a weather wood look. In Crescent City, the terminal building roof looks like the wing of an aircraft, with the runway side of the building being rounded and the road side of it slightly looking like the trailing edge of a wing. For passengers continuing onto Hawthorne, they were required to disembark in Crescent City.
Inside the terminal (Photo: AirlineGeeks | Joey Gerardi)
The terminal has a very open concept with windows on one side making it feel more open than it actually was. It had the basic stuff every terminal should have, including rental cars, a check-in counter, baggage claim, and so on. One thing I did notice was about the TSA area, it was closed, the Hawthorne flights are going out non-sterile meaning passengers don’t need to go through security before going out to the plane, and as such the gate is closed for these flights. The flights to Oakland out of Crescent City however are sterile and do use this gate area.
I did need to check in with an agent even though I did have a mobile boarding pass, all passengers were given a cardstock boarding pass with the airline logo on it and a tail number that read N192TS, which is the tail number this aircraft used to carry before N334MS, back when Advanced Air still flew flights for Taos Air in New Mexico. They called for boarding and since there is no TSA, they did check IDs when we boarded the aircraft.
Boarding the aircraft bound for Hawthorne (Photo: AirlineGeeks | Joey Gerardi)
This flight was almost completely full with 27 of the 30 seats filled, which is pretty good considering this is a completely new route for this community and it’s the first day of its operation. For this flight, I took a seat in 8A, a window on the single side of the 1-2 configured cabin. Once again, the FA took our drink orders before leaving the gate.
Just before pulling onto the runway, I was able to see Castle Rock National Wildlife Refuge just off the shore.
About to take off from Crescent City (Photo: AirlineGeeks | Joey Gerardi)
We took off from the same runway we landed on just slightly under an hour ago, and banked left toward the south. While we went south passengers on the left side could see the Redwood parks, as well as the snow-capped peaks. Depending on what direction the plane takes off towards and how clear the weather is, there is also an opportunity to see the airport and Crescent City below.
Passing over Crescent City bound for Hawthorne (Photo: AirlineGeeks | Joey Gerardi)
For those that didn’t see Mt. Shasta on the way up to Crescent City, there was a second opportunity to see it on the flight south although it was a little bit farther away this time. About 10-15 minutes after takeoff, our drink orders were brought out to us followed by the amazing snack basket.
As mentioned previously, the Dornier328Jet feels much roomier than the slightly larger CRJ-200, even with a nearly full load of passengers which is helped by the taller cabin on the DoJet as well as the larger windows leading to a brighter more open-looking cabin.
The cabin of the Dornier328Jet (Photo: AirlineGeeks | Joey Gerardi)
We also flew over the Bay Area and directly over the Oakland Airport which we left from earlier as we truly went north to go south. Since we were nearly directly over the airport it was impossible to see it from inside the aircraft, but from the left side, I was able to see the Carquinez Bridge as well as the Benicia-Martinez Bridge. Given there is no entertainment or WiFi, which I never expected to begin with as it is a small plane, I spent the rest of the flight looking out at the wonderful views below that are possible because of the high-winged aircraft.
We passed a few more bodies of water on our way south including the San Luis Reservoir and some mountains too, and when we got closer to the LA Area we even caught a glimpse of the San Andreas Fault.
The San Andreas Fault (Photo: AirlineGeeks | Joey Gerardi)
Not long after passing over the Fault Line, we began our descent into the LA Area, and the cabin service ended and was cleaned up. The last 10 to 15 minutes of the flight were the coolest for those who like city landscapes as we passed by Downtown Los Angeles and even saw the Hollywood sign on the hillside.
Flying over downtown Los Angeles (Photo: AirlineGeeks | Joey Gerardi)
As far as approaches go, the ones of Hawthorne and nearby LAX are almost identical given their very close proximity to each other, with the obvious difference being when you fly into Hawthorne you probably won’t be in a line of 10+ other planes coming in.
Hawthorne’s location is also very unique, it’s smack in the middle of a community, and as such the approach to the airport brings you pretty close to some buildings and it even feels like you are about to land in the Lowes parking lot at the end of runway 25. The runway isn’t that long to begin with at only 4,884 feet total.
But, the Dornier328Jet is the perfect commercial jet aircraft for this airport given its short runway performance and has no problem landing and taking off with runway to spare.
After touching down, we taxied to JetCenterLosAngeles, the FBO that Advanced Air operates all of its flights out of from its headquarters in Hawthorne. This flight from Hawthorne to Crescent City will run twice a week, on Thursdays and Sundays, and given its timing it may be possible to connect onto Advanced’s other routes out of Hawthorne like Merced, Mammoth Lakes, and even Phoenix.
It was a wonderful flight with Advanced, although I have never had a bad flight on the DoJet. Those wishing to connect or fly on this DoJet will be able to do so for years to come as the EAS contract has just begun.
The timing of the flights also changed after the inaugural, with the first departure occurring out of Crescent City for Oakland in the morning and the return to Crescent City from Oakland occurring in the late afternoon to early evening. Advanced Air does offer a free shuttle from its Hawthorne base to nearby LAX.
A video trip report of this flight can be found below:
Editor’s Note: Advanced Air provided AirlineGeeks with a seat on this flight, but this trip report is an objective portrayal of the events and is in no way swayed by that aspect.
Joey has always been interested in planes for as long as he can remember. He grew up in Central New York during the early 2000s when US Airways Express turboprops ruled the skies. Being from a non-aviation family made it harder for him to be around planes and would only spend about three hours a month at the airport. He was so excited when he could drive by himself, the first thing he did with his driver's license was get ice cream and go plane spotting for the entire day. He graduated from Western Michigan University in 2022 with a B.S. in Aviation Management & Operations and a Minor in Business, and currently works for a major airline in his hometown.
Can United Still Certify Pilots and Aircraft?
Over the weekend, numerous reports surfaced about United's ability (or lack thereof) to certify new pilots, aircraft, and launch new routes.
A United 737 MAX 8. (Photo: AirlineGeeks | William Derrickson)
Over the weekend, numerous reports surfaced about United’s ability (or lack thereof) to certify new pilots, aircraft, and launch routes following heightened scrutiny by the Federal Aviation Administration (FAA). Many of these rumors seemingly stemmed from a letter sent by the local Air Lines Pilots Association (ALPA) council at the airline’s Orlando crew base.
Making its way onto forums and blogs, the letter stated, “We have lost the ability to approve new Line Check Pilots, issue type ratings, and have regulator-imposed restrictions on our ability to operate and grow our airline.”
At the time, neither ALPA’s national council, United itself, nor the FAA confirmed anything to this degree, with the agency stating only that the carrier would face “increasing oversight.” In a letter to employees late last week, United’s Vice President of Corporate Safety Sasha Johnson shared that the FAA will increase its presence at the airline.
Johnson added that the FAA will pause a “variety of certification activities for a period of time.” These certification slowdowns will vary by workgroup with additional detail coming from the FAA “soon,” she noted.
The letter did not affirm whether United would be unable to certify some pilots or new aircraft. In fact, a new United 737 MAX 8 – registered as N17339 – entered revenue service on Saturday, March 23, according to Flightradar24 tracking data.
ALPA’s Latest Letter
In a course reversal, ALPA’s United Master Executive Council (MEC) – which represents the carrier’s 17,000 pilots – issued a new letter, stating that “The FAA has yet to issue final guidance over the weekend.”
The MEC seemed to acknowledge that some verbiage in the local Orlando council’s early letter was inaccurate. “Some members of the FAA, United, and ALPA published information before verifying its credibility and factual basis,” the MEC said on Monday.
“United will still train, issue type rides, and conduct normal business,” ALPA continued in the letter. The pilots union noted that the airline will undergo an FAA audit called a Certification Holder and Evaluation Program (CHEP) in which the agency embeds inspectors into an air carrier’s daily operations to review “all facets.”
According to the union, these audits aren’t particularly uncommon. United’s last one was in 2018 and the FAA says they are conducted roughly every five years at part 121 air carriers.
In a statement to FLYING Magazine, the FAA noted that “certification activities in process may be allowed to continue, but future projects may be delayed based on findings from oversight. The FAA will also initiate an evaluation of United Airlines under the provisions of the Certificate Holder Evaluation Process.”
These incidents turned heads in the media, but there’s no evidence to suggest they are linked. United CEO Scott Kirby acknowledged the slew of incidents in a message to customers on Mar. 18.
“Unfortunately, in the past few weeks, our airline has experienced a number of incidents that are reminders of the importance of safety. While they are all unrelated, I want you to know that these incidents have our attention and have sharpened our focus,” Kirby said. After all of this, the FAA has also taken notice with its increased oversight of the Chicago-based airline.
What’s the Impact
Echoing the MEC’s letter, the FAA has yet to determine the next steps, if any, regarding United’s in-house certification abilities. Beyond broad statements of slowdowns and project delays, it is more likely the agency will decide as the audit is conducted.
In what would perhaps be the worst-case scenario, if United were to face restrictions on certification activities, it could severely hamper the airline’s growth plans. Even with Boeing’s ongoing delivery delays, the carrier still expects to take delivery of 88 aircraft in 2024. This summer, United also plans to operate its largest-ever transatlantic schedule.
Lastly comes the issue of certifying pilots. At part 121 air carriers, pilot training is designed in a hierarchy structure. The carrier can appoint check airmen to sign off on type ratings and other certifications similar to an FAA Designated Pilot Examiner (DPE).
The agency simply lacks the resources to preside over the thousands of monthly training events at major airlines, so it relies on an established certification process with the carrier. There are a wide variety of reasons a check airman is used whether it be to grade a new hire, certifying a pilot on certain routes, such as those that cross the Atlantic or Pacific, and many more.
If an airline is unable to add new check airmen, that creates a trickle-down effect throughout the entire pilot training process.
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.
Madagascar Airlines Rejoins IATA, Secures State Support for Two ATR 72-500s
Madagascar Airlines, previously known as Air Madagascar, has announced the restoration of its approval by the International Air Transport Association (IATA).
This development follows Madagascar Airlines’ return to the Billing and Settlement Plan (BSP) and the IATA Clearing House, as announced by the airline executive on May 10, 2023. The airline had been excluded from these platforms in 2018 and 2016, respectively, due to financial and image challenges.
The BSP, a key component of IATA, serves as an intermediary for ticket transactions between airlines and travel agencies. The absence of this platform has hindered Madagascar Airlines’ visibility and accessibility in the global market. To facilitate its reinstatement, IATA required a $5 million bond in 2022.
Thierry de Bailleul noted, “Now, with our reintegration, flights to destinations like Antananarivo or Nosy Be can be booked through a vast network of BSP-affiliated travel agencies, covering 70 to 90% of the market.”
Moreover, membership in the IATA Clearing House streamlines operations, enabling seamless ticket issuance for flights combining Madagascar Airlines’ services with those of other carriers. This ensures equitable revenue distribution, the CEO notes.
Fleet Expansion
Meanwhile, Madagascar Airlines plans to expand its fleet by acquiring six new ATR 72-500s in the coming months. The airline will initially receive four aircraft, followed by two more in late 2024 or early 2025, according to Midi-Madagascar. These additions will bolster the company’s domestic operations and aircraft maintenance capabilities.
Reports from 24.24 Magazine indicate that two of the ATR 72-500s will be leased from Dublin-based ACIA Aero Leasing, a regional aircraft specialist. This arrangement follows a decree issued by the Malagasy government on March 13, 2024, empowering the Ministry of Economy and Finance to provide a guarantee on behalf of the state. This initiative aligns with Madagascar Airlines’ recovery program spearheaded by Thierry de Bailleul, aiming to strengthen domestic networks and resume regional and international flights by 2030.
The issuance of a sovereign guarantee was a prerequisite for leasing aircraft, with the government agreeing to facilitate World Bank financing for Madagascar Airlines. The World Bank proposed this financing, culminating in an agreement to reimburse the state for expenses incurred in the airline’s recovery efforts.
In a statement dated Nov. 7, 2023, Madagascar Airlines revealed substantial losses since its launch in April 2022. High operating expenses for long-haul flights, particularly using wet-leased aircraft, coupled with escalating jet fuel costs, contributed to accumulated losses of approximately USD 50 million and debts of USD 36 million.
The airline emphasized the economic unsustainability of continuing ACMI flights, which incurred losses of around $300,000 per rotation. At the moment, Madagascar Airlines operates six ATR72 aircraft, with only two in service, inherited from its state-owned predecessor Tsaradia, primarily serving domestic routes
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.
A Breeze A220 in Phoenix. [AirlineGeeks - William Derrickson]
Breeze Airways is expanding its network with five new cities. Starting later this year, the carrier plans to add Bangor, Dallas/Fort Worth, Lancaster, Lansing, and Pensacola. This brings its total number of serviced cities to 56 across 29 states.
The new routes include both seasonal and year-round flights connecting Breeze’s existing destinations with the new cities. Bangor will receive new service to Orlando, Tampa, and Fort Myers beginning in early October. In addition, Dallas/Fort Worth – American’s largest hub – will have a new connection to Provo/Salt Lake City, Utah starting on June 7.
Lancaster, Penn. will see service to Orlando on Thursdays and Sundays starting in October. In the Midwest, the airline is planning service from Lansing, Mich. to Fort Myers and Orlando in early October.
Back in Florida, Pensacola gains service to Tampa. In addition to these new cities, several routes are being added between Florida destinations and cities in the Northeast and Midwest.
“We’re thrilled to announce five more cities to our expanding network as we continue to add great destinations and also connect the dots between Breeze’s existing cities,” said Breeze Airways’ President Tom Doxey in a press release. “With Breeze’s added convenience and affordability, our business model continues to see success in cities across the country.”
New Credit Card and Loyalty Program
The airline also announced the launch of a new long-awaited loyalty program. Named Breezy Rewards, the carrier says it will give members the ability to earn BreezePoints for all Breeze purchases and access other benefits such as no change or cancel fees and so-called “Free Family” seating.
In addition to the loyalty program, Breeze also announced the launch of its first co-branded credit card, the Breeze Easy Visa Signature, issued by Barclays. The card offers benefits like earning BreezePoints for Breeze purchases and complimentary inflight Wi-Fi on Airbus fleet flights. There is an $89 annual fee associated with the card.
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.
New larger overhead bins on United Express E175 aircraft (Photo: United)
United announced it is in the process of installing new, larger overhead bins on its Embraer E175 aircraft operated by SkyWest. The Chicago-based carrier says it is the first to add these types of bins on the 76-seat aircraft.
According to United, the larger bins will create an 80% increase in overhead compartment space and allow for an additional 29 carry-on bags per flight. This is expected to significantly reduce the number of passengers who need to gate-check their bags.
The E175s will join over 200 of United’s mainline aircraft with increased overhead bin space. United plans to have 50 E175s outfitted with the bigger bins by the end of 2024, with the possibility of expanding the program to include over 150 aircraft by the end of 2026.
“Customer sentiment for the new overhead bins and signature interiors has been extremely positive. By helping to eliminate the need to gate check bags, we are seeing an increase in gate and boarding satisfaction,” said Linda Jojo, United’s Chief Customer Officer, in a press release. “This is just the latest way we’re working to create an industry-leading experience for all our customers – whether they’re on an international or regional flight.”
The airline says it is still in the process of retrofitting mainline aircraft with larger overhead bins. The new bins on the E175s are expected to provide a more consistent experience for connecting passengers.
Accessibility is also a priority for United. Every E175 with the larger bins will feature braille and tactile placards for improved accessibility, which is part of a broader accessibility initiative launched by the airline in 2023.
SkyWest is the world’s largest Embraer E175 operator. The regional carrier flies up to 700 daily flights per day under the United Express brand.
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.
