A Southwest aircraft taxis in Austin. (Photo: Shutterstock | Ceri Breeze)
The Federal Aviation Administration (FAA) has announced the formation of a three-member expert panel to address air traffic controller fatigue following a series of near misses across the U.S. airspace system. According to the agency, the panel will analyze the latest scientific research on sleep and fatigue, focusing on its impact on controllers and potential mitigation strategies.
Chaired by Mark Rosekind, formerly of the National Transportation Safety Board (NTSB), the panel includes Dr. Charles Czeisler of Brigham and Women’s Hospital and Dr. Erin Flynn-Evans of NASA’s Ames Research Center Fatigue Countermeasures Laboratory. The team will begin its work in January, reviewing existing research on controller fatigue before providing a final report to the FAA within six weeks.
The panel is likely to focus on examining current controller work schedules and shift durations through the lens of fatigue science, assessing the potential of advanced fatigue monitoring and mitigation tools in ATC facilities, and evaluating enhanced training programs for controllers to promote fatigue awareness and self-management.
In 2014, the FAA revised its regulations on flight duty limitations, codified under 14 CFR Part 117. This regulation provides more stringent requirements around fatigue management and rest requirements for flight crew members. However, limited regulations are in place for air traffic controllers and other industry workgroups.
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.
Travel industry data platform OAG has revealed 2023's busiest airports and routes, showing an uneven post-pandemic recovery slope across different regions.
According to OAG, a leading data platform for the global travel industry. U.S. airports once again dominated the world’s busiest airports list in 2023; the figures include domestic and international flights, based on seat capacity. After over three years of the pandemic, some international hubs are also not out of the woods.
Atlanta Hartsfield-Jackson International Airport is again crowned the busiest global airport with 61 million seats. The capacity at Atlanta has increased by 12% year-over-year and is just 3% below 2019. Followed closely after is Dubai International Airport as the second with 57 million seats. The capacity in Dubai has increased by 5% compared to 2019.
Japan’s Tokyo International (Haneda) Airport is in third place with 52 million seats. London’s Heathrow Airport is fourth with 49 million seats and Dallas/Fort Worth International Airport ranked fifth with 48 million.
Denver and Los Angeles International Airport are ranked 6th and 8th respectively. Dubai and Dallas/Fort Worth have surpassed 2019 levels in the top five list.
Busiest International Hubs
In addition, the data shows New York’s JFK Airport offers more international connections than any other U.S. airport.
OAG also unveils the busiest international airports, which are calculated using international airline capacity only.
Dubai International Airport (DXB) is crowned the busiest international airport with 57 million seats in 2023. Dubai was also the busiest international airport in 2022 and 2019. London Heathrow Airport is the second busiest with 47 million seats. Amsterdam Schiphol Airport is the third with 37.2 million seats. Paris Charles de Gaulle Airport is the fourth with 36.7 million seats and Singapore Changi Airport is 5th place with 36 million seats.
Dubai is the only airport that has surpassed 2019 levels in the top five busiest international airports list.
A flydubai Boeing 737 departs from Dubai International (Photo: AirlineGeeks | Hisham Qadri)
Meanwhile, OAG data reveals the busiest European airports, which are using the total airlines’ domestic and international capacity in Western Europe. European airports are left behind after the pandemic as Munich Airport has dropped by 26% in capacity compared to 2019.
London Heathrow Airport is ranked number one with 49 million seats followed by Istanbul Airport with 46 million. Paris Charles de Gaulle Airport ranked 3rd. Istanbul is the only airport to see an increase in the top 10 list, compared to 2019. Amsterdam and Munich are ranked 4th and 5th respectively.
Busiest Route in 2023
Honolulu – Kahului is the U.S.’s busiest domestic flight with 3.6 million seats, only 3% more than Atlanta – Orlando in second place with 3.5 million. Las Vegas – Los Angeles ranked third with 3.49 million seats.
Los Angeles to San Francisco was the busiest route in the U.S. but in 6th place with 3.1 million in 2023.
Kuala Lumpur – Singapore was the busiest international route in 2023 with 4.9 million seats, and Cairo – Jeddah is in second place with 4.8 million seats. New York’s JFK Airport to London Heathrow is ranked 8th, the only international route originating in the U.S. featured in the Top 10 list.
Jeju International – Seoul Gimpo Airport is the busiest global domestic flight route with over 13 million seats. Sapporo New Chitose – Tokyo Haneda became the second with almost 12 million.
OAG also reveals Beijing Capital Airport to Shanghai Hongqiao is the busiest domestic airline route in China with 8 million seats.
A Southwest 737 MAX 8 in Las Vegas. (Photo: AirlineGeeks | William Derrickson)
Southwest and its pilots – represented by the Southwest Airlines Pilots Association (SWAPA) – have reached an agreement-in-principle (AIP) on a new contract. The union announced the AIP on Tuesday, which is one of the first steps in inking a new collective bargaining agreement (CBA).
The AIP will now head to the union’s 25-member board of directors where – if approved – will become a tentative agreement (TA) and be voted on by the carrier’s 11,000 pilots. Southwest is the last of the major U.S. carriers to finalize a new pilot contract. The airline and its pilots have been at the bargaining table for nearly four years.
“This AIP comes after three-and-a-half long years of negotiating. We are finally at a place where we think the value of our pilots and their productivity is being realized,” said SWAPA President Captain Casey Murray in a press release. “Our pilots and Southwest Airlines customers deserve security and confidence in our future and we believe that this contract achieves that.”
While the union did not provide details on the new agreement, aviation careers news outlet Aero Crew News says pay rates would be equivalent to Delta 757/767 first officer pay, and Delta 737 captain pay plus one percent, citing internal sources. These rates would equate to approximately $243 and $341 at the top of the pay scales respectively.
“We are pleased to reach an Agreement in Principle with the Southwest Airlines Pilots Association for Southwest’s nearly 11,000 Pilots. The AIP is a key milestone in the process, and we look forward to the next steps,” a Southwest spokesperson said in a statement.
In June, SWAPA petitioned the National Mediation Board (NMB) to be released from the federal mediation process. However, this request was later denied.
Southwest’s flight attendants – who are represented by the Transport Workers Union – are also voting on a new contract, which would see 36% pay increases over the tentative agreement’s term. The nearly 19,000 flight attendants are set to revote on a tentative agreement following hiccups with the voting system.
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.
SWISS returned its last aircraft from long-term storage on Dec. 19, 2023. (Photo: SWISS)
Swiss International Air Lines (SWISS) – which is a member of the Lufthansa Group – has welcomed back the last of its aircraft that were stored in Amman, Jordan as a result of the coronavirus pandemic. Registered as HB-IJO, the Airbus A320 returned to revenue service on Tuesday morning, marking a milestone for the airline’s recovery.
Like many other airlines, SWISS was forced to massively reduce its flight operations in the spring of 2020 due to the dramatic slump in travel demand caused by the pandemic. As part of this response, 25 of the airline’s aircraft were stored in the Jordanian desert.
The aircraft were placed in a long-term storage program, which was overseen by the carrier’s maintenance staff along with a local maintenance, repair, and overhaul (MRO) provider. According to the airline, they were subjected to regular inspections, hydraulic system flushes, and engine function checks. Jordan’s hot and arid climate made it an ideal location for long-term aircraft storage, as the low humidity helped to prevent rusting.
The 26-year-old A320 – one of the airline’s longest-serving – operated its first post-storage revenue flight as LX974 from Zurich to Berlin. The aircraft had been stored for just over three years.
Aircraft in storage at Victorville Airport (Photo: AirlineGeeks | William Derrickson)
Typically in dry desert climates, facilities worldwide have hosted scores of stored airlines. In October 2020, roughly 20% of U.S. airline fleets were in long-term storage, according to trade group Airlines for America (A4A). These aircraft were scattered in so-called ‘boneyards’ in Victorville, Calif. and Marana, Ariz. among others.
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.
Lufthansa Group adds more A220s, 737 MAX aircraft to its fleet. (Photo: Lufthansa Group)
On Tuesday, the Lufthansa Group announced an order for 80 narrowbody aircraft, valued at around $9 billion at current list prices. As part of the order, the European airline group is opting for both Airbus A220 and Boeing 737 MAX aircraft to bolster its short and medium-haul operations.
Several of the new aircraft will be operated as part of the group’s recently formed Lufthansa City Airlines. Deliveries are expected to take place from 2026 to 2032, according to the company.
Lufthansa’s First Boeing Narrowbody Order in Three Decades
For the first time in nearly 30 years, Lufthansa has ordered Boeing narrowbody aircraft. The carrier retired its remaining 737 fleet in 2016.
In Tuesday’s order announcement, the airline said it has placed firm orders for 40 Boeing 737 MAX 8 aircraft along with 60 purchase options. The aircraft are set to be configured with 190 seats in both Business and Economy classes.
The company has yet to officially decide on which Lufthansa Group carrier the 737 MAX aircraft will operate.
“It is a good strategic decision for the Lufthansa Group to order Boeing 737 aircraft again for the first time since 1995,” said Carsten Spohr, Chairman of the Executive Board and CEO of Deutsche Lufthansa AG, in a press release. “Around 60 years ago, Lufthansa was co-developer and launch customer of this globally successful model. With the new modern, quiet, economical and efficient 737-8 aircraft, we are making progress both in modernizing our short- and medium-haul fleet and in achieving our carbon CO2 reduction targets.”
Adding the Airbus A220-300 at Lufthansa City Airlines
Intended for use in the Lufthansa City operation, the company has also ordered 40 Airbus A220-300 aircraft with options for an additional 20. The A220s are slated to operate from Lufthansa City’s Frankfurt and Munich hubs.
The A220s will have 148 seats, according to the carrier. Deliveries are expected as early as 2026. Currently, Lufthansa Group carrier SWISS operates a fleet of 30 Airbus A220 jets.
“The Lufthansa Group was one of the first customers for the A220 and has successfully operated the aircraft in its SWISS route network ever since. We are delighted by this testimony of confidence from our long-standing partner and customer,” said Christian Scherer, Chief Commercial Officer and Head of Airbus International, in a press release.
Also included in the overall order announcement are 40 purchase options for A320-family aircraft. These aircraft will join the 450 A320-family jets that currently operate within the Lufthansa Group’s various brands.
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.
Aendering of the Aura Aero Era 19-seat hybrid-electric aircraft in JSX livery. (Photo: Aura Aero)
Semi-private operator JSX is making a major push towards sustainable air travel with the intended acquisition of up to 332 hybrid-electric aircraft from three different manufacturers. This landmark deal positions JSX as a leader in the green aviation movement and promises to bring reliable flight operations to underserved communities across the United States under the carrier’s Part 135 and Part 380 operating certificates.
The diverse fleet will consist of 82 Electra eSTOLs, which are 9-seat aircraft that can takeoff and land in as little as 150 feet, making them ideal for connecting small communities that don’t have access to traditional airports. This includes 32 firm orders and 50 options
Also part of the intended acquisition is 150 Aura Aero Era aircraft with 50 firm orders and 100 options. These 19-seat aircraft have a range of 900 nautical miles, making them ideal for regional travel.
In addition, JSX intends to acquire 100 ES-30 aircraft from Heart Aerospace with 50 firm orders and an additional 50 options. Featuring 30 seats, these aircraft can fly up to 500 miles on a combination of hybrid and electric power. Previous orders for Heart Aerospace’s electric aircraft include United and Mesa Air Group for a total of 200 frames with options for an additional 100,
A rendering of JSX’s ES-30 aircraft (Photo: Heart Aerospace)
An Emphasis on Small Communities
As part of this deal, JSX expects to expand its service to thousands of small airports in the U.S. In Tuesday’s press release, the carrier noted that its unique operating structure provides an advantage for service to small communities.
Sample route map of JSX air service options enabled using Aura Aero Era, Heart ES-30 and Electra eSTOL aircraft. (Photo: JSX)
“JSX is, by far, America’s highest rated and most innovative air carrier, and today’s order of hybrid-electric aircraft exemplifies our commitment to achievable, customer-friendly, carbon-reducing solutions that will offer the lower costs essential to providing vital air service to smaller communities across the country,” said Alex Wilcox, JSX CEO and Co-Founder in the press release.
“As the network airlines order ever-larger aircraft it is inevitable that more and more small markets will be abandoned. Electra, Aura Aero, and Heart Aerospace are visionary organizations that share in JSX’s commitment to serving smaller communities, working together with us to weave sustainable regional air travel back into the fabric of American commerce and freedom of movement,” Wilcox added.
The first deliveries of the new hybrid-electric aircraft are expected to begin in 2028.
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.
Airbus has plans for a family of ZEROe concept planes. (Photo: Airbus)
Zero Emission is not a new concept, and hydrogen is an obvious candidate propellant. It produces only water vapor in its exhaust and packs the highest energy density of any fuel. Therefore, it has been viewed as the ideal fuel for the future of aviation.
Engineers have been experimenting with the idea of flying on Hydrogen dating back to 1957. However, the advancement of combustion engines has outpaced the production of hydrogen. Therefore, while gas-powered engines saw performance leaps, few vehicles rely on hydrogen today.
We’ll look at all the active demonstrator projects and find out.
H2FLY HY4 and Deutsche Aircraft D328 Alpha
H2Fly is using the HY4 aircraft to demonstrate the potential for flights powered by liquid hydrogen. (Photo: H2Fly)
H2FLY is a spinoff from the German Aerospace Center(DLR). It was one of the earliest developers of fuel-cell-powered flight technologies. The German company worked with DLR and modified two Taurus G4 gliders into the HY4, which it uses to test its fuel-cell technologies. The demonstrator made its maiden flight in 2016 and has created many firsts since then.
Its latest achievement was to complete the first piloted flight of a liquid hydrogen-powered aircraft in September 2023. Liquid Hydrogen has a much higher energy density by volume but requires more stringent storing conditions than its gaseous form. It’ll enable airframers to build larger planes with longer ranges.
The Deutsche 328 ALPHA has completed wind tunnel test. (Photo: Deutsche Aircraft)
The Stuttgart, Geramny-based developer is also collaborating with Deutsche Aircraft to bring new life into the Dornier 328 platform. The latter is reviving production for the regional aircraft that already has turboprop and turbojet versions. The two are working on a demonstrator called D328 Alpha, which will utilize liquid hydrogen fuel cells to achieve zero-emission flight. The airplane manufacturer has completed the wind tunnel test of the Alpha demonstrator and plans to have the first flight in 2025 or 2026.
ZeroAvia HyFlyers and HyperCore
ZeroAvia’s HyFlyer I which later crashed during flight test. (Photo: ZeroAvia)
ZeroAvia is another early entrant to Hydrogen-based propulsion. The California-based developer flew its first demonstrator, a Piper Malibu, in early 2019. Not much information about its configuration is available online, only that the aircraft was flying zero-emission without any fossil fuel support. The purpose of the demonstrator was mainly to validate the integration of a complete powertrain system.
The company later claimed to have completed its first hydrogen-electric powered flight in September 2020, using a Piper Mirage named HyFlyer I. However, the HyFlyer I was lost due to a crash landing due to power loss induced by propeller windmilling.
ZeroAvia’s Dornier 228 departure for the first flight. (Photo: ZeroAvia)
The propulsion developer has since built HyFlyer II from a Dornier 228 plane. The HyFlyer II performed its maiden flight in January 2023 and has conducted several more test flights since then.
ZeroAvia will convert this DHC Dash 8 Q400 to fly on hydrogen. (Photo: ZeroAvia)
While both HyFlyers were testing the company’s 600kW engine, it also set sights on larger regional aircraft. In May 2023, the engine maker made a joint announcement with Alaska Airlines that it will retrofit a former Alaska De Havilland Canada Dash 8 Q400 with 1.8MW motors. The company has been testing its latest technology using a truck at its Hollister location in California. It also received the Q400 from the Seattle-based airline and plans to conduct the first flight of the retrofitted plane sometime in 2024.
Britten-Norman Project Fresson
The U.K. is positioned to become a center for hydrogen aircraft development. In addition to ZeroAvia, Britten-Norman is also working on retrofitting its iconic Islander aircraft with hydrogen-powerplants. The planemaker is working with Cranfield Aerospace on Project Fresson, named after the Scottish pioneer aviator Ted Fresson, which aims to convert the nine-seat Britten-Norman 2 Islander to a hydrogen fuel cell-powered plane.
Cranfield Aerospace Solutions (CAeS) welcomes Evolito, a ground-breaking UK technology innovator onboard as the motor; inverter supplier for its hydrogen-powered aircraft demonstrator – Project Fresson. (Photo: Cranfield Aerospace)
The consortium has announced several major announcements regarding supplier selections and plans to conduct the first flight in 2024. What made the Islander different from the rest of the demonstrators is that “The CAeS propulsion system design does not include batteries for transient power needs such as a go-around due to the fact that we have sized the hydrogen fuel-cell system so no battery energy storage is required and the HFCS power output is controlled directly to achieve the necessary responsiveness and stability without a buffer energy store.”
Universal Hydrogen Lightning McClean
The demonstration on the ATR-72 showed the loading and unloading of Universal Hydrogen’s modular hydrogen capsules into the aircraft. (Photo: Universal Hydrogen)
Like ZeroAvia, Universal Hydrogen is another company with locations in Europe and the United States. Its primary business is to deliver a modular hydrogen power delivery system. However, the company is working with several suppliers to develop its propulsion system ecosystem to promote its product. It has two technology demonstrators in progress. The first one is an ATR 72, which demonstrated the company’s liquid hydrogen loading and unloading of its liquid hydrogen modules at Toulouse Blagnac Airport in November.
Lightning McClean cruising the skies of Mojave. (Photo: Universal Hydrogen)
The second airframe, nicknamed Lightning McClean, is a DeHavilland Canada Dash 8-300. It’s conducting flight tests with gaseous hydrogen powering the fuel-cell batteries in Mojave, Calif. The batteries power a Magnix650 electric motor. The plane flew from Moses Lake International Airport in Washington in March 2023 for 15 minutes. It is the largest fuel-cell-battery-powered aircraft to date. It’ll receive upgrades to utilize the company’s liquid hydrogen tank in 2024.
Airbus ZEROe and upNext HyPower
Last but not least, Airbus also has its ambition set on hydrogen. It’s the first established airframer to commit to using hydrogen as a power source in its future planes. It has unveiled several concept airplanes in the ZEROe family that would fly on hydrogen, and it’s working on several demonstrators to make that ambition a reality.
Airbus’s A380 MSN1 will serve as test platform for both hydrogen fuel cell and combustion propulsion technologies. (Photo: Airbus)
Airbus will add a fifth engine mount to its A380 MSN1 test platform to help advance hydrogen propulsion. It had plans to outfit the aircraft with an Airbus-developed fuel-cell-powered engine with flight tests scheduled for 2026. The airframer also had planes to install a hydrogen combustion engine that’s undergoing development by GE with funding from the HYdrogen Demonstrator for Aviation(HYDEA) project. The engine maker expects to install the modified engine on the A380 in the 2027-2028 time frame, which deviated from its original plan to flight test the engine in 2025.
Airbus will test HyPower, a hydrogen fuel cell battery on the A330 technological demonstrator.(Photo: Airbus)
In addition to using Hydrogen for propulsion, the European company is also exploring opportunities to use hydrogen-powered auxiliary power units (APUs). Airbus UpNext will replace the actual APU of an A330 with a hydrogen fuel cell system that will generate electricity. Known as HyPower, the hydrogen fuel cell demonstrator also aims to reduce the emissions of CO2, nitrogen oxides (NOx), and noise levels associated with a traditional APU. The company expects the demonstrator to start flying in 2025.
Most companies developing hydrogen propulsion technologies are working with fuel-cell batteries and are moving toward using liquid hydrogen. The engine makers are experimenting with engine modifications to reach higher outputs with hydrogen combustion technologies. While none of the developers are conducting flight tests as frequently as the hybrid-electric technology demonstrators, the hydrogen ones still outperformed the battery-electric planes. It’s likely that Mr. Steven Udvar-Hazy, Air Lease Corporation executive chairman, is right again. There is a future for clean, hydrogen-powered aircraft, but it will take several decades before the technology is fully commercially viable and ready to replace modern jets.
Fangzhong grew up near an OEM airport in northeastern China, where he developed his enthusiasm for aviation. Taking upon his passion, he's now working as an aircraft interior design engineer. Besides working in the aerospace industry, Fangzhong enjoys trying out different types of airplanes and seeing how airplane interiors have evolved. So far, he's flown on over 80 types of aircraft. He also planespots in his spare time. His rarest catches included the 747 Shuttle Carrier Aircraft and AN-225.
South African Airways and SunExpress Deepen Partnership
The holiday airline has set up a mini base in Johannesburg of which staff and two Boeing 737s from SunExpress fly from for South African Airways.
A SunExpress Boeing 737-800 aircraft (Photo: AirlineGeeks | William Derrickson)
The South African national airline South African Airways is expanding its fleet to twelve aircraft, thanks to the addition of SunExpress jets and the success of this collaboration has prompted both airlines to consider a more extended partnership. Initially centered on leasing two Boeing 737-800s, the collaboration is now expanding into a multi-year agreement that aims to optimize both airlines’ operations during seasonal variations.
The two airlines last week signed a memorandum of understanding, indicating plans for SunExpress to provide four aircraft to South Africa in the 2024-2025 European winter seasons, reports Aviation Week.
Originally, the plan was a straightforward lease of two aircraft and cockpit crews. However, the growing demand prompted SAA to recognize the need for additional cabin crew assistance. Currently, ten flight attendants from Turkey are temporarily stationed in Johannesburg alongside 24 pilots and two technicians.
“The memorandum of understanding clearly underlines our commitment to further deepen our successful partnership with SAA,” SunExpress CEO Max Kownatzki says. “We are proud of the trust that SAA is placing in us with the renewed intention to collaborate. We strive to build on this to develop a strong, long-term partnership and leverage more opportunities together in the future.”
The collaboration between SAA and SunExpress is not just about expanding fleets but strategically navigating the industry’s seasonality challenges. As SunExpress experiences a 40 percent decrease in demand during the European winter, its partnership with SAA, whose peak season aligns with this period, creates a win-win situation. John Lamola, SAA’s boss, emphasized the significance of this partnership, highlighting that aircraft availability is currently one of the industry’s most significant challenges.
“This is part of our growth strategy,” Lamola stated, referring to the addition of Sun Express jets. The fleet of South African Airways has now grown to twelve aircraft, showcasing the airline’s commitment to rebounding from the challenges posed by the pandemic and creditor protection. The strategic move aligns with SunExpress’s plan to offer up to 10 aircraft to SAA as part of its own growth strategy.
The memorandum of understanding signifies a long-term commitment to a fruitful partnership. According to SunExpress CEO Max Kownatzki, the agreement signifies a move for SunExpress to deploy its surplus capacity during the off-season, offering up to 10 aircraft to SAA as the leisure airline expands its 737 fleet. The two airlines are also exploring expanded cooperation in maintenance, training, and commercial support.
For SAA, the arrangement provides much-needed extra capacity as the airline seeks to regain market share and grow its fleet from 13 aircraft to around 21 by the end of its fiscal 2025. Longer term, SAA is targeting a fleet of around 40 aircraft. That is still less than its former size, but enough to be a relevant player in the South African air transport market. However, SAA—grounded for 18 months during the COVID-19 pandemic and having emerged from business rescue in late 2021—is finding it challenging to procure additional aircraft quickly. Like most other airlines, SAA is faced with a global shortage of aircraft. At the moment, SAA flies an all-Airbus fleet of six A320s, plus one A330-300 and one A340-300.
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.
An Iberia A350-900 (Photo: AirlineGeeks | William Derrickson)
Spain’s Iberia announced the return of nonstop flights between Madrid and Tokyo’s Narita International Airport, starting on Oct. 27, 2024. This new route reestablishes a connection first offered in 1986 before service was cut in 2020 due to the COVID-19 pandemic.
Scheduled flights will operate three times weekly: from Madrid on Thursdays, Saturdays, and Sundays, and from Tokyo on Mondays, Fridays, and Sundays. This route becomes the sole nonstop link between Spain and Japan.
According to the airline, 45,000 total seats will be available during the upcoming winter season (October 27 – March 25). Connections are possible on either end as both Iberia and Japan Airlines (JAL) are members of the oneworld alliance.
The airline plans to operate the flight with its Airbus A350 aircraft, which features a total of 348 seats, including 31 Business Class, 24 Premium Economy, and 293 Economy seats.
Russian Airspace Complications
While Russian airspace remains closed, Iberia says it has adjusted the flight’s routing. Passengers traveling round-trip will be able to do a ‘round-the-world trip.’ The outbound from Madrid to Tokyo will be done across the south and the inbound across the north, above Russia, across the Pacific Ocean, and the Arctic, the airline says.
“Our return to Tokyo is remarkable news. It represents the return of Iberia to Japan, where it began operations in 1986, and together with the recently launched direct flights to Doha, it confirms our commitment to Asia,” shared María Jesús López Solás, Iberia’s Commercial and Network Development and Alliances Director, in a press release.
“The economic growth of the countries in this continent is immense, as indicated by all the forecasts for the coming decades. At Iberia, we want to show Madrid’s potential as a gateway to Spain, the rest of Europe, and Latin America, to connect these two parts of the world,” Solás added.
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 Loganair Saab 340. (Photo: DaHuzyBru, CC BY-SA 4.0 , via Wikimedia Commons)
Scottish carrier Loganair — the U.K.’s largest regional carrier — has announced a series of events to celebrate the end of service for the Saab 340. In a press release titled ‘It’s time to say goodbye…’, the carrier says that the events will be an opportunity on ‘their final weekend in service…for a last chance to see the aircraft before it leaves our fleet.’ The Saab 340 has been described by the airline as ‘the backbone’ of its fleet over the almost 25 years it has been in service.
Aviation website Key.aero notes that Loganair obtained its first two Saab 340s from Mesaba Airlines, a Minnesota-based carrier, in the summer of 1999. Through the Saab 340’s tenure with Loganair, the airline operated up to 16 aircraft, including two dedicated freighters highlighting the carrier’s importance in connecting remote communities of the Scottish Highlands and the country’s outlying islands.
The aircraft was also a regular fixture across the network, including on routes such as Dundee to London, and from Glasgow, Edinburgh, and Aberdeen to mainland Europe.
Loganair’s chief executive Jonathan Hinkles posted on LinkedIn: “I very much hope that this celebration will allow us to mark all that has been achieved with the Saab 340 in its formidable run of service with us, and create memorable opportunities for many interested folk outside Loganair to take part in these events alongside us too.”
Aircraft Retirement Ceremony
The retirement events will take place on Jan. 20 and Jan. 21 at Glasgow, U.K.’s airport. On both days the Saab 340 will undertake a number of circuit flights taking in the beauty of the west coast of Scotland, weather permitting.
The airline will provide a commemorative gift bag and will plant a tree in the Caledonian forest. Loganair also notes that the price of the scenic flights will also include a contribution to its GreenSkies environmental program.
On Sunday, January 21, only the airline will open the doors to its Glasgow Hangar for two timed sessions at a cost of £25. All proceeds from the hangar events and profits from the scenic flights will benefit Loganair’s charity partner Children’s Hospices Across Scotland (CHAS) and will give aircraft aficionados the opportunity to get up close with Saab 340.
“Although everyone who has flown, maintained, serviced and managed these aircraft during their 24½ years with us has been integral to the building of the modern-day Loganair with the Saab 340, the eight million customers who have flown with us on over 430,000 Saab 340 flights have also been fundamental too, so it’s important that we share this occasion outside Loganair as well,” Hinkles added.
Though both the scenic flights and hangar visits are close to selling out, Hinkles indicated that, “We might just have another surprise or two in prospect as part of the celebrations!”
John has always had a passion for aviation and through a career with Air New Zealand has gained a strong understanding of aviation operations and the strategic nature of the industry. During his career with the airline, John held multiple leadership roles and was involved in projects such as the introduction of both the 777-200 and -300 type aircraft and the development of the IFE for the 777-300. He was also part of a small team who created and published the internal communications magazines for Air New Zealand’s pilots, cabin crew and ground staff balancing a mix of corporate and social content.
John is educated to postgraduate level achieving a masters degree with Distinction in Airline and Airport Management. John has held the positions of course director of an undergraduate commercial pilot training programme at a leading London university. In addition he is contracted as an external instructor for IATA (International Air Transport Association) and has been a member of the Heathrow Community Fund’s ‘Communities for Tomorrow’ panel.
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