Alaska Airlines' famous livery on a Horizon Embraer E175.
(Photo: AirlineGeeks | Katie Zera)
A new partnership has formed between two airlines that are each in the midst of an effort to expand their connecting networks. Alaska Airlines and Porter Airlines have announced a new arrangement that will consist of an interline agreement and reciprocal loyalty program benefits.
Expanding Partner Networks
With Alaska having a well-established network on the United States west coast and Porter being a major player in Eastern Canada, the interline agreement will allow for increased connectivity across the continent. Once Porter begins its direct flights from Toronto Pearson to two Alaska hubs in California – Los Angeles and San Francisco – travelers will be able to make connections between Toronto and eighteen western U.S. destinations, including Portland, San Diego and Seattle.
Connectivity will also be available through existing shared airports in the U.S. like Boston Logan International Airport and Newark Liberty International Airport. While there are some Canadian destinations that are served by both airlines, such as Vancouver and Calgary, connections through these airports are expected to become available later in 2024.
“Porter Airlines opens new opportunities for our guests to travel to Canada in style,” said Brett Catlin, Vice President of Loyalty, Alliances and Sales at Alaska Airlines in a press release announcing the new partnership. “We’re thrilled to partner with a vibrant and growing airline that offers a refined experience including top-notch inflight service and terrific onboard amenities.”
Porter Airlines E195-E2 cabin (Photo: AirlineGeeks | Andrew Chen)
Increasing Global Partnerships
Starting in January, Alaska Mileage Plan members will be able to earn points on Porter flights booked through Alaska. Later in the year, members of both loyalty programs, VIPorter and Alaska Mileage Plan, will start to have reciprocal earning in their respective programs on all flights. Access to mileage redemption availability is also planned for 2024.
After exclusively operating turboprops from its base at Toronto Billy Bishop City Airport in downtown Toronto for over a decade, Porter began an ambitious growth plan in 2021. It ordered dozens of Embraer E195-E2 jets and announced that it would begin flying from Toronto Pearson International Airport. These operations began earlier this year and the airline has since been rapidly developing its jet network.
As it attempts to establish itself as Canada’s third major carrier, Porter has been working to increase its connectivity, in part through airline partnerships. For example, Porter recently announced that it would be entering into a joint venture agreement with Air Transat. With Air Canada having a close relationship with fellow Star Alliance member United Airlines and WestJet partnering with SkyTeam member Delta, it is unsurprising to see Porter pursue a partnership with a oneworld member.
“This partnership with Alaska Airlines is a significant win for passengers looking for more choice and better service when flying within Canada and the United States,” Porter Executive Vice President and Chief Commercial Kevin Jackson stated. “Alaska and Porter emphasize passenger service excellence on each and every flight. We’re excited about what this means for passengers across North America.”
Although it is a larger and more established airline, Alaska has also been growing its global network. In addition to joining the oneworld alliance in 2021 and recently announcing its intent to acquire Hawaiian Airlines, the Seattle-based carrier has also been adding and expanding partnerships with non-alliance airlines like STARLUX Airlines and Air Tahiti Nui.
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.
A JSX E145 prepares for its return flight to Dallas after landing in Austin. (Photo: AirlineGeeks | Mateen Kontoravdis)
On Thursday, JSX announced that it will relocate its Arizona operations from Phoenix Sky Harbor International Airport (PHX) to a new private terminal at Scottsdale Airport (SDL), which is nearly 20 miles north. This move will take effect on Jan. 10, 2024.
The carrier will retain its existing routes from the Phoenix area, including Burbank (BUR), Denver/Boulder (BJC), and Las Vegas (LAS). JSX will operate up to 12 flights per week between Scottsdale and Burbank, 7 daily flights between Scottsdale and Denver/Boulder, and up to 11 flights per week between Scottsdale and Las Vegas.
Scottsdale’s single-runway airport is one of the busiest in the country for private aviation. Each year, it records over 133,000 takeoffs and landings.
Despite being a major home to private aviation, the airport does not have scheduled air service. It does see regular flights from Set Jet, a membership-based private jet charter program, which serves destinations such as Aspen, Los Angeles, and Salt Lake City.
“JSX’s new focus location in Scottsdale is a prime example of the commitment we uphold to expanding premium service options for travelers,” said JSX CEO Alex Wilcox in a press release. “JSX will better match its service to its Customers’ needs and preferences by utilizing the popular Scottsdale Airport, offering efficiency and ease to a growing number of business and leisure travelers alike who embrace our safe, simple, joy-filled flights.”
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.
Southwest Boeing 737s at Paine Field. (Photo: AirlineGeeks | Katie Zera)
Thrive Aviation, a Henderson, Nev.-based private aviation services provider, has joined forces with the Southwest Airlines Destination 225 Pilot Pathways Program. This partnership creates a direct pathway for promising pilots to become first officers at Southwest in as little as four years, according to a press release.
Thrive Aviation CEO Curtis Edenfield, a Southwest alumnus, shared his enthusiasm for the collaboration in a press release. “it’s certainly a full circle moment for me,” Edenfield said. “The program catalyzes a new pilot’s aviation career, offering them mentorship, training, and the opportunity to build the needed hours. This partnership is a testament to our shared vision of culture and innovation.”
Named after the southwest heading on a compass rose, the Destination 225 program provides a clear roadmap for aspiring aviators. Through coursework and flight training, cadets earn their commercial pilot’s license.
The program’s second phase focuses on building flight time as certified flight instructors (CFI), preparing cadets for opportunities with participating airlines like Thrive Aviation. By meeting the program’s requirements, cadets can become candidates for new hire first officer positions at Southwest Airlines.
“Southwest is excited to welcome Thrive Aviation to our Destination 225° Pilot Pathways Program as a new partner in our Cadet Pathway,” said Lee Kinnebrew, Vice President of Flight Operations at Southwest. “The program aims to support and inspire pilots interested in joining Southwest as a First Officer, and we look forward to working with cadet candidates as they build flight experience.”
Thrive Aviation joins several other partners in Southwest’s Destination 225 program. In the private aviation space, the Dallas-based carrier also partners with XOJET Aviation and JetLinx.
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.
American Inks New Codeshare Agreement with Philippine Airlines
American Airlines and Philippine Airlines (PAL) have announced a new codeshare partnership, expanding travel options between the U.S. and the Philippines.
An American Boeing 777-200 in Dallas/Fort Worth.
(Photo: AirlineGeeks | William Derrickson)
American Airlines and Philippine Airlines (PAL) have announced a new codeshare partnership, expanding travel options between the U.S. and the Philippines. This agreement will allow American passengers to book flights on Philippine Airlines-operated aircraft to Manila and Cebu via Tokyo.
“We are excited to partner with Philippine Airlines, which will provide our customers seamless connections to Manila, the capital and economic hub of the region, and Cebu, the gateway to countless tropical islands with pristine beaches,” said Anmol Bhargava, American’s Vice President of Global Alliances and Partnerships said in a press release. “The Philippines is one of the fastest growing economies in Asia, and we look forward to continuing to enhance our partnership with Philippine Airlines.”
In addition to connections via Tokyo, American says that passengers will be able to fly via Honolulu and Guam to Manila. Philippine Airlines has placed its “PR” code on American flights between Los Angeles and seven U.S. cities, including Atlanta, Denver, Houston, Las Vegas, Miami, Orlando, and Washington, D.C.
Network Strength in the Pacific
PAL joins China Southern as an American codeshare partner in Asia along with a handful of fellow oneworld carriers, including Japan Airlines, Cathay Pacific, and Malaysia Airlines. The Fort Worth-based carrier currently serves Tokyo, Shanghai, and Seoul from various U.S. hubs.
“This partnership with American Airlines unlocks more options for customers traveling between Asia and the United States,” said Eric David Anderson, PAL’s Chief Commercial Officer in a press release.
“We are delighted to deliver on our long-term strategy of continuing to build our global reach. We look forward to creating more opportunities for travelers to discover the wonders of the Philippines,” Anderson added.
Philippine Airlines operates twice-daily nonstop flights to Los Angeles along with daily flights to San Francisco. The carrier also has multiple weekly flights to New York, Honolulu, and Guam.
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 union representing some EVA Air pilots is looking for pay raises and better career opportunities with plans to vote on a strike action in two weeks.
An EVA Air 777-300ER in Los Angeles (Photo: AirlineGeeks | Wiliam Derrickson)
EVA Air’s passengers could potentially face a disruption amid the Lunar New Year holidays as Taiwan’s Taoyuan Union of Pilots (TUP) votes to strike within two weeks.
According to TUP, the pilots were left behind and their salaries have only increased by 1.5% to 2% in 2022, the first pay rise since 2011. Also, the per diem in foreign countries rose by 30 cents last year, the first time in 30 years. After the pandemic, EVA Air was in the black in 2022, recording a profit of 7.1 Taiwanese billion dollars. In the first three quarters of 2023, the airline reported a profit of 16.4 Taiwanese billion dollars.
The union demands a pay rise and for the company to solve the issues about foreign pilots, mentioning that the Consumer Price Index has increased by 13% in Taiwan since 2011. In response to the salaries issue, over 100 Taiwanese pilots have resigned this year.
TUP and the pilots in Taiwan have been facing an ongoing challenge: foreign-based pilots.
EVA Air has been hiring foreign pilots through Asia Pacific Aviation Services (APAS). The union said the human resources agency is operating without a permit in Taiwan and EVA Air could violate the Employment Service Act. The union said China Airlines, the main rival of EVA Air, has also employed foreign pilots through APAS.
The Taiwanese carriers are not allowed to employ foreign pilots who don’t have a certificate for the relevant aircraft. However, the applicants could be hired and trained if no local applicants are qualified. Earlier, EVA Air employed 150 – 200 foreign pilots in the first phase, but only 1/3 were formally employed. The union criticized the airline for being imprudent in its employment process.
Taiwanese Pilots Look For Equal Opportunities
The union believed that unqualified foreign pilots could pose a risk to passengers. In May, a foreign pilot operating a cargo flight from New York to Anchorage was tested with a 0.23 blood alcohol level. However, the pilot was given a few hours and tested seven times until the alcohol level was recorded at zero. The flight was delayed for three hours as a result. EVA Air was accused of hiding the chaos from the Civil Aviation Authority (CAA). The pilot quit after two months of the incident.
Moreover, the union believed a Taiwanese pilot could face a different consequence after making a huge mistake.
In the meantime, Japan’s All Nippon Airways and Singapore Airlines have a high number of local pilots, but Taiwan’s carriers are a different breed. The government was urged to review the out-of-date policies. The airlines currently could employ 2.5 foreign pilots after training one Taiwanese pilot. EVA Air revealed that 20.7% of pilots are foreigners.
EVA Air is not the only carrier that has employed a number of foreign pilots. TUP stated that China Airlines has hired 31 foreign pilots and only 11 Taiwanese pilots in 2022.
Aeromexico's Boeing 737s lined up at the gates of Mexico City's Benito Juárez International Airport. (Photo: Shutterstock)
Mexico has been steadily placing its airports under military control, a move that has raised concerns among some experts and citizens. As of November 2023, the military now oversees and controls 31% of all airports in Mexico, including both Mexico City airports, according to Yahoo News.
The Mexican government has justified this move by citing the need to combat drug trafficking, corruption, and organized crime. President Andrés Manuel López Obrador has argued that the military is better equipped to handle these challenges than civilian authorities.
“There are various airports in the country that have had big problems for many years, and they had to be fixed,” said Rear Admiral Carlos Velázquez Tiscareno, airport director at Mexico City’s Benito Juarez International Airport in an interview with CBC News.
In Mexico City, Felipe Angeles airport (NLU), which is the capital’s newest, National Guard troops manage a wide array of functions, including taking passenger tickets at the gate. On the other hand, at Benito Juarez (MEX) airport, the only uniformed military are the 1,500 marines deployed since February 2022 for security, according to CBC News. The airport director said the rest of the airport workers will be civilians.
However, critics of the policy argue that it could lead to increased militarization of Mexican society and a decrease in transparency and accountability. Some also worry that the military may not be properly trained to perform airport security in addition to other job functions.
A Growing List
Mexican President Andrés Manuel López Obrador – also known by his initials ‘AMLO’ – has swiftly been placing airports under military control over the last several months. Most recently, Palenque (PQM), Puebla (PBC), Puerto Escondido (PXM), and Uruapan (UPN) were transferred to the custody of a company controlled by the defense ministry on Nov. 28, 2023.
Alongside both Mexico City airports, these airports join Nuevo Laredo (NLD), Campeche (CPE), and Chetumal (CTM) under the military’s oversight. In addition, one of the country’s newest airports – Tulum International Airport (TQO) – is also operated by the Mexican armed forces.
Privately-Owned Airports
Despite a continued push for militarization of the country’s airports, some of Mexico’s busiest tourism hubs remain in the hands of private companies. One company – ASUR – operates nine airports in southeastern Mexico, including the country’s second busiest in Cancun (CUN).
Farther west, another airport operator called Grupo Aeroportuario del Pacífico (GAP) has a portfolio of 12 airports in Mexico, including Guadalajara (GDL) and Tijuana (TIJ). Tourist hotspots Cabo (SJD) and Puerto Vallarta (PVR) are also operated by GAP, which is a publicly traded company.
AMLO’s term is set to end in September 2024. Right now, it is unclear how many more airports he intends to place under the military’s control.
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.
An Air Côte d'Ivoire A320 (Photo: Sm105, CC BY-SA 4.0 , via Wikimedia Commons)
As the African Cup of Nations (AFCON) approaches, all eyes turn to Ivory Coast, the forthcoming epicenter of the continent’s premier football event. Preparing for the anticipated surge in air travel during AFCON, the official carrier, Air Côte d’Ivoire, recently incorporated an Airbus A320 into its operations on December 2, boosting its capabilities to meet the escalated travel demands accompanying this major sporting event.
Slated to begin from January 13 to February 11, this aircraft addition strategically precedes The AFCON tournament and is expected to draw a substantial influx of supporters into Ivory Coast’s five major host cities: Abidjan, Bouaké, Korhogo, San-Pédro, and Yamoussoukro.
According to aviation website NewsAero, the A320 (MSN 53, ZS-GAR), a 34-year-old aircraft leased under a Damp Lease contract from South African ACMI specialist Global Aviation Operations, is poised to play a crucial role in connecting these cities, primarily operating regular flights to Douala and Yaoundé in Cameroon. Global Aviation Operations, headquartered in Johannesburg, is a notable player in Aircraft, Crew, Maintenance, and Insurance (ACMI) flights and is also the parent company of Lift, a domestic low-cost airline in South Africa.
Strategic Collaboration with Air Senegal
In parallel with enhancing its fleet, Air Côte d’Ivoire has embarked on a path of technical and commercial collaboration with Air Senegal. This strategic partnership, formalized through a memorandum of understanding signed on Dec. 8, 2023, in Dakar, seeks to integrate the networks of both airlines for extended coverage of West and Central Africa. This was signed between Laurent Loukou, boss of Air Côte d’Ivoire, and El hadj Alioune Badara FALL CEO of Air Senegal.
Le vendredi 8 décembre 2023 à Dakar, Air Côte d’Ivoire et Air Sénégal ont signé un protocole d’accord pour matérialiser leur volonté de collaboration technique et commerciale avec pour objectif d'optimiser les coûts et d'améliorer l'efficacité opérationnelle.#aircotedivoire#flypic.twitter.com/oYQ3O4015G
Under the newly initiated agreement, both national airlines have set the stage for code-sharing arrangements, pooling of loyalty programs, and collaboration on maintenance operations and purchases. The collaboration will offer passengers the convenience of purchasing tickets seamlessly within the sales networks of either Air Côte d’Ivoire or Air Senegal.
“This memorandum should lead to code sharing, the pooling of loyalty programs, cooperation on maintenance operations, purchases in order to optimize costs,” says the management of Air Côte d’Ivoire.
Moreover, this collaboration extends beyond the operational aspects to encompass the sharing of expertise through the training of flight personnel and broader human resources development. The ultimate objective is to create synergy between the two carriers, optimizing production costs and achieving higher operational efficiency.
This collaboration comes in the wake of similar agreements in the aviation industry, reflecting a trend towards increased cooperation for mutual growth and sustainability. On September 27, Air Senegal inked a similar deal with Royal Air Maroc, signifying a broader industry movement towards strategic partnerships
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.
utch aerospace manufacturer Maeve Aerospace has unveiled a concept for a new 80-seat hybrid-electric airplane which could be utilized in regional markets.
A mockup of the proposed M80 aircraft.
(Photo: Maeve Aerospace)
Dutch aerospace manufacturer Maeve Aerospace has unveiled a concept for a new 80-seat hybrid-electric airplane. The regional jet is starting development, and the company hopes it will enter service in 2031.
Maeve Aerospace says the aircraft, designated as an M80, will have a 40% higher energy efficiency compared to current models. It will have an 800 nautical mile (1,482 kilometers) range and a cruising speed of 400 knots at its service ceiling. As the crow flies, that’s roughly the distance from New York City to Montgomery, Ala. or from Los Angeles to Casper, Wyo.
Ultimately, Maeve believes that it “has optimized the aircraft concept to attain best-in-class specifications with regards to passenger capacity, range, lead time, and energy needed for implementation.”
The 40% efficiency boost will lower trip costs by 25% compared to other similarly-sized regional jets and a seat-mile cost 20% below other turboprops.
The aircraft will be a clean-sheet design with swept, high wings and new turboprop engines that will run on traditional fuels but be supplemented by batteries during takeoff and climb. Maeve said that this model is more realistic than the all-electric version it proposed in 2021, which would not have performed to industry requirements.
Maeve is in talks with engine makers and says a deal should be set early next year. It says it has strong interest from manufacturers and that it hopes to fly a testbed with the hybrid engines in 2024.
The M80 is designed to fly at altitudes of up to 35,000 feet. This is five to six thousand feet lower than most turbofan-powered regional jets, but it is also likely that Maeve’s aircraft will fly consistently shorter routes and will not need to climb as high anyway.
There will be ten battery packs in the M80’s cargo hold. Maeve says it will design the aircraft to ensure there is enough space in those cargo holds for bags and clearance for the batteries.
The batteries will need to be replaced every 1,800 cycles or annually, whichever comes first. Maeve says it plans to design batteries to charge on the ground but that this may change based on feedback from airlines.
Competing Efficient Aircraft
This is far from the only attempt to bring an electric aircraft to market. Other companies, most notably Heart Aerospace, are pursuing hybrid-electric aircraft development to tackle aviation’s carbon emissions. It is, of course, quite normal for proposed aircraft to be scrapped before even getting off the ground, so one of these aircraft may not even make it to production. But, nevertheless, there is a notable push to get hybrid aircraft to market quickly and safely in order to capitalize on fears from airlines and governments alike that aviation will be a driving factor of climate change in the decades to come.
Electric aircraft are far from the only solution in terms of lowering aviation emissions. In fact, some argue that electric aircraft have the toughest road ahead since batteries can deliver only limited power for their weight penalty, meaning airlines would need to choose between using bigger batteries for longer range and being able to carry enough weight (passengers, cargo, and crew) that would guarantee that flights are profitable and safe.
This is why Maeve turned away from all-electric aircraft. A combination of Sustainable Aviation Fuels (SAF) and battery power may provide a more reasonable compromise for airlines to carry enough payload while getting good efficiency. Though SAF is currently considered too expensive and energy-intensive to be scalable to commercial aviation’s current demand, it is highly likely that, by the time the M80 comes to market, there will be innovations that make SAF a more reasonable option.
Regardless of the status of SAF, though, the M80 might be an easy sell to airlines climate-wise. Since current innovation focuses on running today’s aircraft on various types of fuels, the engines made for the M80 will likely be able to run on either SAF or traditional jet fuels. Maeve says that it wants to certify the M80 with hydrogen-based SAF, but the crossover still exists.
“To my knowledge, there are currently no alternatives in development that are equally sustainable, cost effective, and match the operational needs of airlines and airports. If there are, I would applaud them, because we need more of these realistic solutions to become sustainable,” said Martin Nuesseler, the Chief Technology Officer at Maeve.
Airline Scope Clauses
Left out of this conversation so far is a discussion of the M80’s role in the aviation market. The Dornier 328 and ATR 72 are both being developed to be more efficient in order to make them more cost-effective for airlines looking to modernize their fleet.
An important aspect that must be considered when comparing these aircraft is the scope clauses that are struck between regional airlines and their mainline partners in the United States and around the world. The agreements dictate the size of aircraft, and the number of aircraft frequencies, that mainline companies like American, Delta, and United may outsource to regional carriers such as SkyWest and Republic. The agreements further say that any aircraft bigger than those outlined in the scope clauses and any flights in excess of the agreed-upon number, regardless of the size of aircraft, must be operated by crews directly employed by the mainline carriers.
The interior of CommuteAir’s E145 with its 1-2 configuration. (Photo: AirlineGeeks | Craig Fischer)
Many proposed regional airliners, perhaps most notably Mitsubishi’s SpaceJet program, have been canceled before reaching production because they could not be reliably profitable if they were forced to operate with only the number of seats the scope clauses allow.
Maeve’s Market Niche
However, Maeve’s M80, at up to 84 seats, fits perfectly into the market of the biggest regional jets that operate under these scope clauses. Maeve says the aircraft carriers 76 people in a two-class configuration, meaning it would not be difficult for these efficient airliners to fit into the fleets of major regional airlines looking to retire aging Embraer E175s and Bombardier CRJ-900s as part of a complete fleet renewal.
Similarly, all of Maeve’s feasible competitors aim to fill this exact market niche. It doesn’t hurt that this is for now the biggest size for which hybrid-electric power is feasible considering battery technology. But manufacturers can tweak their designs with scope clauses in mind to make their aircraft more marketable.
Still, Maeve’s road will not be easy. Two notable competitors to its design are being developed by Dornier and ATR as upgrades to airframes with proven track records. This may end up being Maeve’s biggest challenge to reaching mass market: completely new aircraft are hard to sell until they’re proven reliable. It is not unreasonable to expect that today’s regional airlines will look to established manufacturers who already have strong connections with part suppliers and have previously developed aircraft that to this day perform well in versatile conditions.
A rendering of the M80. (Photo: Maeve Aerospace)
Maeve’s biggest competitor may end up being ATR, who is working on upgrading its popular line of regional airliners to be 20% more fuel efficient than present models and emit 50% less CO2 than traditional regional jets. ATR says that its hybrid aircraft’s emissions will be near zero when 100 percent SAF is used.
Maeve may not try to compete directly with the ATR. Rather, the company says that it wants to avoid the niche that the ATR has long established and find a new area that it can take hold of in the industry.
“Our aircraft is more efficient than the ATR, but the ATR has an unbeatable cost structure in its niche,” said Nuesseler in an interview with Aviation Week. He adds that the ATR performs quite well on the shorter sectors it is currently flown on, such as Silver Airways’ flights within Florida and around the American southeast.
Innovations in Sustainable Aircraft
Maeve plans to open a new “innovation hub” at the Oberpfaffenhofen Airport in Germany to continue aircraft development. It will call in experts to the plant and has praised the aviation innovation already occurring at Oberpfaffenhofen.
“Such a clean-sheet aircraft design requires the best team in the industry and a fast ramp-up of the organization, which is why several aviation experts have joined Maeve in this next development phase,” Maeve said in a statement.
“These experts will be based at Maeve’s new location at Oberpfaffenhofen Airport near Munich. Oberpfaffenhofen is a breeding ground for innovation and home to many aviation companies,” the manufacturer continued.
Innovation in aviation sustainability has accelerated in recent years. Companies like United Airlines and the Air France-KLM group have made significant investments in SAF companies, and United has further invested in electric air taxis to carry passengers from major hubs to destinations in city centers without relying on traditional helicopters or cars.
Whether governments will offer airlines subsidies to invest in hybrid aircraft or use SAF has yet to be seen. However, if it is clear that airlines will be unable to meet their net-zero targets by the 2050 deadline to cut emissions before doing permanent planetary damage, governments may become all the more aggressive to limit aviation’s reach, offer more sustainability subsidies, or both.
John McDermott is a commercial pilot pursuing a career in professional flight. His passion for aviation began in an Ann Arbor bookstore with a tale of enemy pilots during World War 2, and he hasn't looked back. Besides flying and writing for AirlineGeeks, John volunteers with Professional Pilots of Tomorrow and travels whenever he gets the chance.
JAL’s Flagship A350-1000s Will Fly to Dallas/Fort Worth Next Year
Japan Airlines (JAL) has confirmed details of the first routes to be operated by its brand-new flagship A350-1000 aircraft.
A mock-up of Japan Airlines' A350-1000 (Photo: JAL)
Japan Airlines has confirmed details of the first routes to be operated by its brand-new A350-1000s. Flights from Tokyo’s Haneda airport to New York-JFK will see the new aircraft from January 24 next year, while a second route, from Haneda to Dallas/Fort Worth (DFW), will see the type in late 2024. Tickets for Haneda to JFK are already on sale.
Japan Airlines, commonly known as JAL, is expected to take delivery of its first A350-1000 this week. The aircraft will feature brand new seat designs across all cabins and represent a step-up of the JAL long-haul products. The airline already operates a fleet of 16 A350-900s, though they are deployed on domestic routes in a high-density configuration.
A total of 13 A350-1000s are expected to join JAL’s long-haul fleet, eventually replacing the 13 777-300ERs that it currently operates on its flagship routes. The second aircraft will be delivered in the first quarter of 2024 and a third will be delivered later in the new year.
Brand New Cabin
The new aircraft represents a huge improvement in JAL’s business and first class offering. The business class cabin will feature 54 seats and offer private suites with individual doors. The must-haves nowadays such as lie-flat seating, direct aisle access, and wireless charging are also available.
Business Class on JAL’s A350-1000 (Photo: JAL)
The first class will be in a 1-1-1 configuration, with a total of six seats rather than the eight JAL had on its existing 777-300ERs. The wide sofa seat can turn into a double bed. The A350-1000 will eventually become the only aircraft where JAL offers a first class product.
Where Else After JFK and Dallas?
As mentioned, the first route will be from Haneda to New York JFK from January 24 next year.
The third A350-1000 will be placed on the Dallas/Fort Worth route, therefore the route won’t see a daily A350, rather it will be operated in conjecture with the 777s. The airline now only has a fleet of the 777-300ER variant as it retired its last 777-200 last month.
JAL’s North American network (Photo: JAL)
Currently, JAL’s 13-strong 777-300ER fleet operates mainly long-haul routes to the U.S. and Europe, and exclusively out of Haneda airport. In Winter 2023, the type operates both daily flights to New York-JFK, the single daily flights to DFW and to Los Angeles.
To Europe and Asia, the 777-300ERs fly once a day to both Paris and London Heathrow, and one of the two daily flights to Bangkok Suvarnabhumi. The 777-300ER has also operated flights to San Francisco during certain months and also to Chicago O’Hare.
Anthony is an aviation enthusiast who grew up around the world from St. Louis to Singapore, and now lives in Amsterdam. He loves long-haul flying and finds peace in the sound of engine cruising. He aspires to share his passion for the sky though writing and providing another angle on the stories.
Ongoing Aviation Labor Disputes Could Put White House in a Bind
President Biden will be walking a tightrope as he attempts to balance national economic interests with union solidarity in an upcoming election year.
U.S. President Joseph Biden speaks as he kicks off the AFL-CIO’s annual Tri-State Labor Day Parade in Philadelphia, Penn. (Photo: Shutterstock | OogImages)
In September, Joe Biden made history by being the first sitting U.S. president to join a picket line of auto workers who were on strike in Michigan. “You’ve heard me say it many times. Wall Street didn’t build the country. The middle class built the country, and unions built the middle class. And that’s a fact. So, let’s keep going,” Biden said while speaking to United Auto Workers (UAW) in September.
As contract negotiations intensify at major U.S. airlines amid the looming specter of a possible strike – one that could significantly disrupt interstate commerce – the commitment of President Biden to his rallying cry of “keep going” will be put to the test, especially in an election year when every decision is magnified and its repercussions are felt far and wide.
U.S. airlines and the labor unions on their property are governed by a complex 1920s piece of legislation, called the Railway Labor Act (RLA), which–at a very high level–regulates their contract bargaining process. Unlike other industries, Section 6 of the RLA denies unions an easy path to strike.
The NMB’s Relationship
Overseeing this often lengthy process is an independent federal agency called the National Mediation Board (NMB) – a relatively small body, consisting of three appointed board members and a handful of mediators. The current NMB chair was appointed by Biden and later confirmed by the Senate in 2021.
In late November, the NMB denied the request of American’s flight attendants, who are represented by the Association of Professional Flight Attendants (APFA), to be released from federal mediation. Had this request been approved, the union and company would have entered into a 30-day cooling-off period, after which the American flight attendants would have been allowed to strike.
An American Eagle E175 (Photo: AirlineGeeks | Peter Weiland)
Prior to a strike or lock-out action, however, the president has broad discretion to establish a Presidential Emergency Board (PEB) when the labor dispute threatens “substantially to interrupt interstate commerce to a degree such as to deprive any section of the country of essential transportation service.”
The PEB has 30 days from the date of its creation to conduct hearings and investigations on the dispute at issue as well as to render a recommendation to settle the dispute. During this process, the union is prohibited from striking.
Biden’s Bind
Flight attendants at American, Alaska, Southwest, and United, among other airlines and workgroups, have made incremental progress toward new contracts but have largely taken a backseat to the high-profile pilot deals. Moving into 2024, it is becoming increasingly possible that the NMB may find itself with little option but to release a union from the mediation process if no progress is made.
Once released, the union will be free to strike as early as 30 days later. Even a short strike by tens of thousands of union members across the country could wreak havoc on the national economy. If President Biden interjects by establishing a PEB, not only will this executive action delay access to a strike, but it may also prevent one altogether if the parties agree to the PEB’s recommendation.
Still, an unfavorable interjection by Biden could cost him union support – a crucial voting bloc for Democrats – several months ahead of the presidential election. On the other hand, allowing a large union to strike exposes the economy to significant risks.
Americans are already uneasy about Biden’s performance on the economy. Only 36% of U.S. adults approve of Biden’s handling of the economy, according to a recent poll from The Associated Press-NORC Center for Public Affairs Research. In addition, the economy remains a top issue for voters in 2024 with 83% deeming it a ‘very important’ issue in the presidential election, according to Bloomberg.
Ultimately, the buck in these labor disputes stops with Biden. Whether it is himself or someone that he delegates, President Biden will be walking a tightrope as he attempts to balance national economic interests with union solidarity in an election year where the state of the economy will be foremost on voters’ minds.
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.
