A Boeing 787 in Everett, Washington (Photo: Shutterstock) | Thiago B Trevisan)
Earlier this week, C&L Aviation Group – a Bangor-based aircraft supply firm – announced it will be marketing parts from a gently used GE-powered Boeing 787-8 Dreamliner aircraft.
This marks the first disassembly of a GE-powered 787 in the U.S., and the first tear-down of a virtually new 787 globally, according to C&L. The aircraft, identified by serial number 35507, has only logged a few ferry cycles and is equipped with two GEnx-1B engines, the company said in a news release.
One of the early 787 Dreamliners to roll off the assembly line, the aircraft bears the line number 17 and is nearly eight years old. According to data from planespotters.net, it was initially destined for Royal Air Maroc.
‘The Terrible Teens’
Once known as the so-called “terrible teens,” this aircraft was part of an initial batch of 787s with higher empty weights. Royal Air Maroc eventually declined to receive the jet, per Aviation Week.
C&L acquired the aircraft from Cloud Investments Partners, with investment funds managed by Strategic Value Partners, LLC. C&L will serve as the asset manager for the disassembly project. The dismantling will take place at a facility in Roswell, N.M., with the usable parts subsequently transported to the firm’s warehouse in Wichita for further inspection and sale.
The aircraft soon to be dismantled in Roswell, N.M. (Photo: C&L Aviation Group)
“Disassembling a virtually new 787 aircraft having only a few ferry cycles has never been done before,” said David Weiss, Managing Partner of Cloud Investment Partners in a press release. “We recognize the benefit of new parts in the market to assist OEMs in supporting their customers as well as providing a source for airlines to purchase hard-to-find parts.”
This aircraft is not the first 787 to be disassembled. Last year, a pair of ten-year-old 787s from Norwegian Air Shuttle were scrapped near Glasgow, Scotland. Both jets were initial testbeds for Boeing, powered by Rolls Royce engines.
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.
Qatar's A350-1000 pulls into the gate at DFW (Photo: AirlineGeeks | Parker Davis)
Given that the majority of passengers traveling on the big Middle Eastern airlines are connecting, these airlines offer stopover packages to encourage passengers to spend a few days within the country before heading to their final destinations. Qatar Airways is one such airline that offers a high-value program at reasonable costs.
The airline has partnered with Discover Qatar to spur tourism in the country and develop Qatar into a destination and not just a transit point. The process of booking the stopover program is relatively simple and can be done directly on the airline’s website when making a new booking. A variety of package options are available for booking that can be combined with tour options as well.
Restrictions to the program are relatively minimal. It’s important to have a ticket issued by Qatar Airways with a minimum transit time of 12 hours in Doha with a maximum of one stopover offer per ticket. Passengers will also need a valid visa to enter the country.
Qatar Airways provides suggested tour options as well, ensuring that there are a variety of activities for people to enjoy while staying in the country.
Some of these include visiting the Al Zubarah Fort, Al Thakira Mangrove forest, and more. Adventure seekers can book activities like kite surfing or ATV rides in the desert.
A more relaxed getaway could be a trip to Our Habitas Ras Abrouq, a luxury resort on the side of the Qatar peninsula facing Bahrain.
The city of Doha itself also offers considerable options from various shopping malls to the Souq, a popular location for tourists and expats alike is the Doha Sands Beach Club. It was created specifically for expats and tourists as a place to unwind and grab a drink, which is something that’s not easy to do in the country. The government has provided special permits to the club to serve alcohol making it a popular spot to stop in for a beer and catch a football game.
Package Options Per Person
Standard Package: passengers can select a 4-star hotel:
1 night: From $14
2 nights: From $22
3 nights: From $47
4 nights: From $74
Premium Package: passengers can select a 5-star hotel:
1 night: From $23
2 nights: From $41
3 nights: From $75
4 nights: From $108
Premium Beach Package: passengers can select a 5-star hotel with access to Doha Sands Beach:
1 night: From $30
2 nights: From $55
3 nights: From $95
4 nights: From $135
Luxury Package: passengers can select a 5-star hotel with breakfast included:
1 night: From $81
2 nights: From $158
3 nights: From $249
4 nights: From $340
All-Inclusive Beach Package: passengers can select a 5-star hotel with breakfast and Doha Sands Beach access included:
1 night: From $144
2 nights: From @283
3 nights: From $437
4 nights: From $591
All of these offers provide great value and additional add-ons like airport transfers can be purchased. The goal of the stopover program was to provide as low as possible rates for passengers instead of bundling in additional benefits and potentially making the program less accessible to travelers on a budget.
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.
South African Airways Partial Privatization Plan Terminated
On March 13, 2024, Pravin Gordhan, the Minister of Public Enterprises (DPE), announced the mutual termination of the plan to partially privatize SAA.
A South African Airways A340-600 on approach to Frankfurt. (Photo: AirlineGeeks | Fabian Behr)
The debate over the partial privatization of South African Airways (SAA) has reached a pivotal juncture. On March 13, 2024, Pravin Gordhan, the Minister of Public Enterprises (DPE), announced the mutual termination of the plan to partially privatize SAA.
In a memo addressed to SAA employees, it was explained that the DPE’s request for a reassessment of SAA’s value, considering shifting economic and market conditions, failed to yield agreement on a revised transaction structure between the DPE and Takatso.
The sale of the majority stake in SAA encountered several hurdles, including the need for a re-evaluation of the airline’s assets due to the time lapse between the initial agreement and the share sale’s finalization. Gordhan, speaking at a media briefing, attributed the decision to factors such as the post-COVID-19 market impact, leading to a reassessment of SAA’s value.
Gordhan revealed that SAA’s valuation had risen from ZAR2.4 billion ($129 million) in 2020, during its inactive business rescue phase, to a new high in late 2023, reaching ZAR1 billion ($53.9 million) for its business and ZAR5.5 billion ($296 million) for its properties. Despite initial optimism for a successful partnership, Gordhan stated that “Various factors have led us to the decision to cease negotiations with Takatso,” highlighting the mutual agreement reached due to the lack of a clear way forward.
Following the briefing, Takatso confirmed the termination of the sale by mutual consent, revealing that talks on the deal and the current value of SAA had reopened six months prior. However, they concluded that the revised transaction terms were no longer in the best interests of stakeholders, citing cumbersome divestiture conditions imposed by the Competition Tribunal and the need for further legal and regulatory approvals, including the repeal of the SAA Act.
In June 2021, the South African government, under the DPE, had announced a partnership with the Takatso Consortium, aiming to sell a majority stake (51%) in SAA to Takatso, with the consortium committing over 3 billion rand (approximately $164.71 million) to revitalize the airline.
Additionally, the Competition Commission (Compcom) recommended in May 2023 that the Competition Tribunal approve the proposed sale of 51 percent of SAA to Takatso. However, concerns arose over Takatso’s minority partners, Global Aviation/Syranix, expected to divest fully from the consortium due to competition concerns stemming from Global Aviation’s ownership of Lift Airlines (LIFT), a domestic competitor of SAA.
SAA entered voluntary business rescue in December 2019 due to years of financial losses, suspending all operations the following year. The airline emerged from administration in late April 2021 after receiving 7.8 billion rand ($550 million) in government assistance. Despite this, the investment agreement with the proposed private partners was not finalized, while the airline resumed operations on Sept. 23, 2021.
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.
Delta is the latest U.S. airline to announce plans to resume service to Israel after an almost eight-month-long hiatus. Service is set to relaunch in June 2024.
Delta's first A330neo at the airline's TechOps hangar. (Photo: Delta)
Delta is the latest U.S. airline to announce plans to resume service to Israel after an almost eight-month-long hiatus. The Atlanta-based airline is set to restart flights to Tel Aviv on June 7, 2024.
Flights are scheduled to operate daily from the carrier’s New York-JFK hub with an Airbus A330-900neo aircraft. In a news release, Delta said that the resumption of service “follows an extensive security risk assessment by the airline.”
The airline added that it “continues to closely monitor the situation in Israel in conjunction with government and private-sector partners.” Delta – along with other several other carriers – halted flights to Israel in October 2023 as war broke out between Israel and Hamas.
In September 2023, Delta had 142 scheduled flights between the U.S. and Israel, according to Cirium Diio data. The airline previously served Tel Aviv via its New York-JFK, Boston, and Atlanta hubs.
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.
The legendary Concorde, once a symbol of cutting-edge travel technology, is preparing for a grand return to New York City after a months-long restoration.
Concorde on display in New York (Photo: Intrepid Museum)
The iconic Concorde, the only supersonic commercial airliner to ever see regular passenger service, is preparing for a grand return to its home at the Intrepid Sea, Air & Space Museum in New York City. After a seven-month restoration project, the retired British Airways Concorde – registered as G-BOAD – will be back on public display.
Preserving a Piece of Aviation History
The supersonic jet departed Pier 86 on Manhattan’s west side in August 2023 for a comprehensive restoration at the Brooklyn Navy Yard. Museum officials prioritized preserving the aircraft’s exterior for future generations. Extensive sanding and repainting were undertaken to restore the Concorde’s signature white paint job and the classic British Airways livery.
The Intrepid Museum acquired the aircraft in 2003, and it quickly became a popular attraction. Public tours will resume on April 4, allowing visitors to explore the luxurious passenger cabin, marvel at the supersonic engineering marvels in the cockpit, and learn about the history of this groundbreaking aircraft.
More Than Just a Static Display
The return of the Concorde promises more than just a static display. It holds a special place in the Intrepid Museum’s collection, representing a pinnacle of human achievement in aviation history. In 1976, the Concorde entered transatlantic service with Air France and British Airways, becoming the world’s first and, for many years, only operational supersonic passenger jet.
The aircraft boasted a nine-person crew and a cruising speed of Mach 2.04 (1,350 mph, 2,150 kph). It soared at a staggering 60,000 feet (18,181 meters), allowing its 100 passengers a glimpse of the Earth’s curvature – a unique experience for commercial air travel. The Concorde holds the record for the fastest transatlantic crossing by a passenger aircraft, clocking in at an awe-inspiring 2 hours, 52 minutes, and 59 seconds from London Heathrow to New York-JFK in 1996. This record still stands today.
Beyond the restored aircraft itself, the Intrepid Museum plans a range of educational programs to complement the Concorde’s return. Visitors can expect to delve deeper into the science and technology behind supersonic flight through interactive exhibits. These programs will bring the Concorde’s story to life, offering insights into its operation and impact on the travel industry through talks by aviation experts.
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.
Competition Heats up in the Seattle-Taipei Market With Three New Entrants
Three new and returning players are entering the Seattle–Taipei market, marking a significant capacity increase for the route.
A China Airlines Airbus A350-900. (Photo: AirlineGeeks | Fabian Behr)
Three new and returning players are entering the Seattle–Taipei market, marking a significant capacity increase for the route. China Airlines, Delta Air Lines and Starlux Airlines have all announced that they will be joining EVA Air in connecting the two cities.
Three Airlines Entering the Seattle–Taipei Market
Back in December of 2023, Delta announced that it was returning to Taiwan Taoyuan International Airport, the primary airport serving Taipei. Delta plans on operating a daily service from its hub at Seattle–Tacoma International Airport to Taipei starting on June 6, 2024. The flight will be operated by Delta’s Airbus A350-900 aircraft. Delta previously served Taipei from its former hub at Tokyo Narita International Airport but discontinued the route in 2017 as it wound down its Narita hub operations.
Last week, Taiwanese carrier Starlux Airlines also filed its schedule for a new Taipei–Seattle service with a planned start date of Aug. 16, 2024. The airline will operate the route three times a week using its Airbus A350-900s.
Finally, fellow Taiwanese airline China Airlines announced this week that it would be returning to Seattle with five flights weekly starting on July 14, 2024. The airline will be joining its fellow SkyTeam member (Delta) and its newer domestic competitor (Starlux) in using the Airbus A350-900 on the route. China Airlines previously served the route between 2004 and 2008.
EVA Air: An Established Player
EVA Air has long flown between Taipei and Seattle. While it is currently the lone player in the market, it will soon face new pressure as competition ramps up with the entry of the three new entrants. The Taipei-based carrier has a year-round daily service using its Boeing 787-10 aircraft and typically adds three additional flights during the summer months. For 2024, the extra summer flights will be operated by Boeing 777-300ERs.
An EVA Air Boeing 787-10 on approach to Seattle–Tacoma International Airport (Photo: AirlineGeeks | Katie Zera)
Varied Departure Times
The three new entrants will give travelers multiple different departure time options. On the westbound leg from Seattle to Taipei, Delta is offering a midday departure and an afternoon arrival, while Starlux and China Airlines will have late-night departures and early-morning arrivals. Starlux and China Airlines’ overnight service is typical for westbound flights from North America to East Asia on Asian carriers, as it allows for same-day connections to other destinations throughout Asia.
On the eastbound leg from Taipei to Seattle, Delta and Starlux will have evening departures and afternoon arrivals, while China Airlines is offering a late-night departure and an evening arrival. EVA Air’s existing departure times closely match China Airlines’ planned times.
Andrew is a lifelong lover of aviation and travel. He has flown all over the world and is fascinated by the workings of the air travel industry. As a private pilot and glider pilot who has worked with airlines, airports and other industry stakeholders, he is always excited to share his passion for aviation with others. In addition to being a writer, he also hosts Flying Smarter, an educational travel podcast that explores the complex world of air travel to help listeners become better-informed and savvier travelers.
Southwest Airlines Boeing 737 airplanes at Dallas Love Field. (Photo: Shutterstock | Markus Mainka)
In the early 1990s, a bullet train named the Texas TGV promised to revolutionize transportation in the Lone Star State. The sleek French technology would have rapidly moved passengers between the so-called ‘Texas Triangle,’ including Dallas, San Antonio, and Houston in roughly 90 minutes. However, the project never got out of the station, and Southwest Airlines shoulders much of the blame.
Southwest, the dominant carrier for short-haul flights within Texas at the time, saw the TGV as a major threat. The airline wasn’t shy about its opposition. According to a 1995 Southern Methodist University (SMU) journal issue, the Dallas-based airline took aim at the project by challenging federal tax-exempt bonds to develop the rail network.
In addition, Southwest encouraged the “Texas legislative prohibition of the use of state money for the high-speed rail program,” the journal reads. The airline also challenged the creation of the Texas TGV Consortium.
Touting Point-to-Point Route Network
The airline argued that its existing service offered a convenient and affordable option, highlighting the high upfront costs of building a high-speed rail network. Public relations efforts portrayed the TGV as an unrealistic train to nowhere.
In one legal brief, it was estimated that 60% of local air passengers would be directed to the new rail system. According to The Texas Tribune, Herb Kelleher, Southwest’s Founder and CEO at the time, stated that the carrier would likely raise fares on some intra-Texas routes while also cutting others.
“Rail has a romantic appeal; but, this case cannot be decided on the basis of nostalgia, or even a desire to emulate the rail service of France and Germany,” Southwest Airlines said in the 1991 brief. “The American reality is that high-speed rail will be viable in Texas only by destroying the convenient and inexpensive transportation service the airlines now provide, and only by absorbing huge public subsidies.”
State-Wide Influence
The Texas TGV was already met with some opposition from rural communities along the planned rail line. Farmers feared their land would be seized by the government as part of the project.
In a recent CNBC interview, former Texas lieutenant governor and early Texas TGV investor Ben Barnes said Southwest “did a very good job” at getting farmers to join the opposition. The airline went as far as suggesting that farmers’ cows would “quit giving milk, and all kinds of horror stories were going to happen if we had these electric trains running…,” Barnes added.
He also mentioned that Southwest spent $37 million to lobby against the project’s development.
Other Funding Issues
While Southwest’s influence was undeniable, the Texas TGV itself wasn’t without its problems. Securing private investment proved challenging, and their financial plan raised eyebrows. The high upfront costs inherent in any high-speed rail project, coupled with the uncertain ridership numbers, made investors wary. The $6.5 billion project ultimately failed in 1994.
“…Southwest is credited with causing delays which contributed to Texas TGV’s failure to meet its deadlines under the franchise agreement,” the SMU journal continued. “In fact, most commentators give Southwest the lion’s share of the ‘credit’ for killing this opportunity for high-speed rail in Texas.”
Future High-Speed Rail Plans
Plans to build a high-speed rail network in Texas aren’t completely dead. While a small handful of plans have emerged since the Texas TGV’s demise, the latest involves an investment from Amtrak.
Amtrak is actively involved in the latest developments for high-speed rail in Texas. In 2023, the federal rail operator secured a $2.5 million federal grant to study the feasibility of a high-speed route between Dallas and Houston in partnership with Texas Central, a private company spearheading the project.
Southwest is the second largest operator of intra-Texas flights with just over 170 daily departures between city pairs in the state, per Cirium Diio schedule data. The airline has not publicly opposed Texas Central’s latest plans for a high-speed rail line.
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.
737 MAX aircraft in Renton. (Photo: Shutterstock | Thiago B Trevisan)
Boeing says it is still “unable” to find various records related to the door plug that failed on Alaska flight 1282. According to a new letter penned by NTSB Chair Jennifer Homendy, investigators have yet to receive key records associated with “the work to open, reinstall, and close the door plug.”
During a Senate hearing last week, Homendy called Boeing’s recent stonewalling “absurd,” telling the committee that the agency is prepared to use its power to subpoena if needed. Homendy was asked to provide an update on whether the manufacturing giant provided the requested records.
“To date, we still do not know who performed the work to open, reinstall, and close the door plug on the accident aircraft. Boeing has informed us that they are unable to find the records documenting this work,” Homendy said in her letter. The NTSB initially requested a list of all employees who reported to the company’s door crew manager.
Homendy said the agency did receive a list from Boeing shortly after the March 6 Senate hearing, but it “did not identify which personnel conducted the door plug work.”
In her letter, Homendy said she called Boeing CEO David Calhoun directly to ask for the requested names. Calhoun stated that he was “unable to provide that information and maintained that Boeing has no records of the work being performed.”
Boeing also told NTSB investigators that security camera footage from within the Renton, Wash. plant was “overwritten.” In addition, the door crew manager is currently on a medical leave of absence. After two status update requests, the door crew manager’s attorney told the NTSB that “he would not be able to provide a statement or interview…due to medical issues.”
“The absence of those records will complicate the NTSB’s investigation moving forward,” Homendy said in the letter.
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.
It's not just team rankings or projections that capture our attention, but also something a bit off the beaten path: each MLB team's air travel preferences.
A United 757-200 aircraft (Photo: AirlineGeeks | William Derrickson)
As Opening Day approaches, it’s not just team rankings or projections that capture our attention, but also something a bit off the beaten path: each MLB team’s air travel preferences during the grueling regular season. We’ll consider factors like aircraft size, layout, and age to bring you a definitive ranking.
Ironically in Sixth is The Only Team That Owns Their Jet
Let’s kick off with the Detroit Tigers, who find themselves in the final slot. They’re currently transitioning from a team-owned MD-80 to an ex-Miami Air 737-800 purchased by the team’s owner. The aircraft will be shared with Detroit’s NHL team, the Red Wings. We’re in the dark about how the 737 will be outfitted post-renovation, and sharing isn’t typically the best for privacy or comfort. That’s why they’re at the bottom of our list for now, although there’s room for improvement once the aircraft is kitted out.
The Number 5 Spot Is Taken By an All-Economy 737-400 Layout
In fifth place, we have a tie between the Oakland Athletics and the Texas Rangers. These teams are jetting off on iAero Airways 737s. This airline services a variety of different contracts, and its fleet’s not the youngest, averaging 31 years for the 737-400s and 22 years for the 737 NGs. Plus, the aircraft are configured with a no-frills, all-economy layout — far from luxurious.
An iAero 737 (Photo: Ganbaruby, CC BY-SA 4.0 <https://creativecommons.org/licenses/by-sa/4.0>, via Wikimedia Commons)
In Fourth, The Only Canadian MLB Team Flies This Canadian Airline
Fourth place is taken by the Toronto Blue Jays. They hop from game to game aboard an Air Canada A320, with an average fleet age of 24.5 years. The seating plan offers only 14 business class seats, along with 36 preferred and 98 economy seats. Even with extra space, economy class isn’t where you’d want to be for optimal rest, especially on those long flights back to Canada from stateside games.
An Air Canada A320 parked in Los Angeles (Photo: AirlineGeeks | William Derrickson)
The Third Place Squads Are United Narrowbody Loyalists
Third place features a variety of aircraft but under one carrier: United Airlines. Teams like the Chicago Cubs, Kansas City Royals, Milwaukee Brewers, Pittsburgh Pirates, Houston Astros, and Cleveland Guardians are flying on United’s 737 MAX 8s and 9s. Despite past safety concerns, these airplanes are relatively new, with an average age of just 12 years.
The Chicago White Sox take to the skies in United’s A320s, which are not as fresh, averaging 25 years old. Still, the airline’s cabin layouts are consistent across the fleet, offering 12-20 First Class, 40 Economy Plus, and the remainder in standard economy seats.
A United 737 MAX 8 (Photo: AirlineGeeks | Noah Escobar)
The Runner-Ups Just Lost by Two Lie-Flat 757 First Class Seats
Now, the runner-up spot was a photo finish. Teams such as the San Diego Padres, Atlanta Braves, St. Louis Cardinals, Arizona Diamondbacks, San Francisco Giants, Seattle Mariners, Miami Marlins, New York Mets, Washington Nationals, Philadelphia Phillies, Tampa Bay Rays, Boston Red Sox, Cincinnati Reds, Minnesota Twins, and the New York Yankees are all flying Delta’s 757 fleet. The Delta jets boast up to 26 lie-flat beds and a mix of 35 standard and 165 economy seats, providing a decent amount of comfort for those looking to avoid a slump.
A Delta Air Lines Boeing 757 climbs out of Eagle County Airport. (Photo: AirlineGeeks | William Derrickson)
Coming in First, the LA Teams and Denver Enjoying Their Extra Lie-Flat Seats on United 757s
Taking home the trophy, we have the Los Angeles Angels, Los Angeles Dodgers, and Colorado Rockies, all boarding United 757s. Yes, they’re showing their age at 24.7 years on average, but the layout is where they win big. With 28 lie-flat seats, 42 Economy Plus, and 42 standard economy spots, it seems most of the team can stretch out and get some rest. The Dodgers love this seat layout, it gives them plenty of room to rest when they’re eliminated in the first round of the playoffs by a wildcard team every season.
A United 757 departs Los Angeles. (Photo: AirlineGeeks | William Derrickson)
So, who’s ready to play spot-the-plane this season? Extra points for anyone who can track down the flight numbers each team uses all season long. End-of-season records may vary, and aircraft type and airline won’t guarantee outstanding team performances.
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.
Kučko, the former CEO of Gulf Air, faced suspension less than a year into his tenure, along with the airline’s Chief Financial Officer (CFO), Jean Laval Ah Chip, for reasons concerning “good governance.” This decision came after allegations emerged regarding their acceptance of an all-expenses-paid stay in a hotel in France offered by one of the national carrier’s suppliers, as stated in Air Mauritius’ announcement on Sept. 15, 2023. Kučko was appointed as CEO of Air Mauritius on Dec. 6, 2022.
With no prior aviation experience, Cartier, formerly the founding Chairman of the Economic Development Board, which was established in January 2018 through the merger of three government agencies, brings 25 years of experience to his new role. He has held leadership positions in multinational companies and national organizations, both public and private. He becomes the 13th Chief Executive Officer (CEO) since the creation of Air Mauritius in 1967 and the 11th since the year 2000.
Speaking at a press briefing in Port Louis, Cartier outlined his priorities, with a strong emphasis on improving the traveler experience. He stated, “The traveler experience will be the focal point. We need all travelers to become fans of Air Mauritius and Mauritius. All Air Mauritius teams will prioritize making the in-flight experience as enjoyable as possible.”
Additionally, Cartier highlighted the importance of strategic positioning for the airline, including considerations for the fleet and strategic partnerships. He acknowledged challenges such as delays and cancellations, stating, “We know that in the background, there are bad experiences such as delays and cancellations. This problem needs to be resolved.” According to Marday Venketasamy, Chairman of the Board of Air Mauritius, Cartier “has all the qualities to fully assume the role of CEO of Air Mauritius.”
Another Resignation
Meanwhile, Ken Arian, CEO of Airport Holdings Ltd (AHL), resigned from the airline’s Board last Monday. Arian’s resignation came with a message to Radio Plus the following day, stating, “Cannot and will not condone bad governance,” according to media reports. However, Marday Venketasamy, the board Chairman of Air Mauritius, when asked for comments on Ken Arian’s resignation, clarified that Arian’s official resignation letter did not provide a reason related to his statement. Kantabye Babajee, Permanent Secretary, has since replaced Arian on the Board.
It’s worth noting that AHL, the holding company that owns Air Mauritius, is jointly owned by the Government (51%) and the Mauritius Investment Corporation (MIC), a subsidiary of the Bank of Mauritius (49%).
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.
