An ATR 72-500 belonging to Nepal’s Yeti Airlines with 72 people on board crashed in Nepal on Sunday, January 15. The aircraft was flying from Nepal’s capital Kathmandu to Pokhara in central Nepal. Unfortunately, of the sixty-eight passengers and four crew members, there would be no survivors.
January 15 is a national holiday in Nepal, Makar Sankranti of a Buddhist-Hindu type, with a harvest celebration and observed for three days: Bhogi Pongal, Surya Pongal and Mattu Pongal.
As shown in a video shared by Diwas Bohora on social media, the low-flying plane is seen suddenly making a turn before crashing to the ground near the Seti River. The reason for the sudden turn clearly is still unknown and will only be clarified once the investigation is completed. Meanwhile, Nepalese Prime Minister Pushpa Kamal Dahal urged security personnel and the public to help in the rescue operation.
The aircraft manufacturer, ATR, shared on its social media that it is aware of the accident in Nepal and that it involved one of its aircraft, adding that “our first thoughts are with all those affected by this accident. ATR specialists are fully committed to supporting both the investigation and the customer.”
Yeti Airlines Notice on their website.
Unfortunately, Nepali airlines do not have a good safety record, so much so that the European Union has banned Nepali planes from plying European skies since 2014, citing air safety problems. However, according to the latest reports in 2022, Nepali aviation had greatly improved aviation safety, so much so that there had been talk of removing Nepali airlines from the European air safety blacklist.
In 2022, ICAO had shown that Nepal’s aviation sector had shown that the global average flight safety rate was 67 percent and that of Asia-Pacific was 63 percent, but Nepal had performed better at 70.1 percent. However, ICAO had already removed Nepal from the Serious Security Concerns (SSC) list in July 2017.
This disaster certainly lowers the average flight safety rate in Nepal again, and unfortunately causes more aviation fatalities.
The author and the entire editorial staff of AirlineGeeks join the grief of the families of the victims involved in the tragic accident.
Vincenzo graduated in 2019 in Mechanical Engineering with an aeronautical curriculum, focusing his thesis on Human Factors in aircraft maintenance. In 2022 he pursued his master's degree in Aerospace Engineering at the University of Palermo, Italy. He combines his journalistic activities with his work as a Reliability Engineer at Zetalab.
A China Southern 737 MAX heads to storage in Everett, Wash. (Photo: AirlineGeeks | Katie Bailey)
After a lengthy period of being prevented from flight, Boeing’s 737MAX took off again with passengers in China on Jan. 13. China Southern flight CZ3960 took off from Guangzhou, China’s Baiyun International Airport for a flight to Zhengzhou, China. The flight was operated by China Southern’s first Boeing 737 MAX B-1206. On the same day, another China Southern Boeing 737 MAX, B-1127, took off for a flight to Wuhan, China.
On Jan. 13, China Southern began continuously scheduling its 737 MAX to operate domestic flights from Guangzhou to Zhengzhou and Wuhan. Passengers did not pay too much attention to the type of aircraft they are flying, and so far the response on Chinese social media regarding the 737 MAX has not expressed any resentment or fear regarding the 737 MAX.
Cautious Moves
China Southern and the Chinese aviation authority were not keen on making a scene about Boeing’s 737 MAX returning into service in China. The flight was only entered into the ticketing system 3 days before take off, and no social media efforts have been spent on 737 MAX. Previously in November 2022, the 737 MAX was briefly scheduled to operate the flight, however, the plan was canceled 2 days ahead of the schedule.
Boeing has not made any public statements or congratulatory gestures on social media. The company has been pushing for its 737 MAX to fly again in China for over a year. Due to the COVID-19 restrictions, airlines were not motivated to unseal their 737 MAXs. As China lifted its pandemic restrictions, airline transportation has experienced a major surge in demand, hence driving the airlines to finally unseal the 737 MAX.
Who’s Next?
Since the Civil Aviation Administration of China (CAAC) released the grounding order for Boeing’s 737 MAX in December 2021, several airlines have made their moves to unseal the aircraft. Air China unsealed two 737 MAXs and took them for several test flights. Hainan Airlines also took two 737 MAXs out of storage from Taiyuan, China and flew them back to the company headquarters in Haikou, China. However, no official scheduling of 737 MAX from those two carriers.
An Air China 737 MAX 8 (Photo: AirlineGeeks | Katie Bailey)
Before the grounding in 2018, 96 Boeing’ 737 MAX was delivered to Chinese carriers. Also, there are over 100 finished goods are awaiting their delivery at Boeing’s factories. Boeing expressed their concerns about those piling inventories and decided to resell them to other customers if their Chinese owners are still reluctant to receive them. So far, no action from Boeing has been taken to redirect those 737 MAXs to other customers.
Boeing 737 MAXs parked in Moses Lake. (Photo: AirlineGeeks | Katie Bailey)
In the future, as the Chinese aviation market continues to recover, the capacity shortage will drive carriers to unseal all of Boeing’s 737 MAX and reintroduce them to passengers. Boeing is also hoping the recovery of the Chinese market may bring them business in the second-largest aviation market in the world. Airbus — Boeing’s main competitor — has been taking major orders in 2022 from Chinese carriers, and the emerging COMAC made its first delivery of C919 to China Eastern in the same year. If Boeing’s long overdue victory will reclaim its dominance in China, it is still to be seen.
Lei is from Inner Mongolia, China, and now lives in Guangzhou. He grew up in an aviation family, where his passion began. During his time at Penn State University, he studied Industrial Engineering specializing in operations research, and he graduated with an honor’s thesis on airport gate assignment optimization. Now, he is a Purchasing Manager with Procter & Gamble. In his free time, he enjoys flying, reading, and wandering around the city.
Interview: Red Bull Pilot Matt Hall on Expanding into Charter Flying
Matt Hall stands proudly with his Red Bull aircraft. (Photo: Matt Hall)
There are pilots, and then there are pilots. Of the latter, Matt Hall is one. Perhaps best known as Australia’s first Red Bull Air Race pilot, winning the championship in 2019, he stands out as a crowd favorite at air shows across the world. For Hall, captivating audiences with high-G maneuvers and breath-taking aerobatics is just another chapter in a remarkable flying career, having spent many hours at the controls of the F/A-18 Hornet and F-15 Strike Eagle as a combat pilot beforehand.
In this part one interview, AirlineGeeks was privileged to catch up with this incredible aviator. While most would love to relish in his storied past (this can be found in his book), it is another chapter – far more recent – that this writer chose to discuss, and it centers around a certain Piaggio Avanti.
Matt Hall’s Piaggio Avanti at Lake Macquarie Airport. Photo: Matt Hall
New Horizons with a New Aircraft
It should come as no surprise to the reader that an aviator seldom leaves his profession, and Matt Hall is no exception. In fact, despite his decades of flying, Hall has ventured off toward new horizons. While continuing his career in aerobatics and aerial displays, he has added a less-expected branch to his ever-growing business and career – that of charter flying – and we wanted to know more.
AG: What has led you to the charter business?
MH: It’s something that’s been developing for about six or seven years now with all of the aircraft that I own. I bought them for a personal reason – I had a number of aircraft – and I’ve got to get around Australia to do things. The busier we got, the more I realized I needed a dedicated aircraft for me to fly around in, not just using one of the race planes or the Extra or supercar or whatever. So I bought a twin-engine Piper Comanche, and when I wasn’t using it, we thought it might produce a charter there and then it became busy with this activity, so we bought another plane – a King Air – so that I could fly in and that became busy with the charter, too. So we keep buying a plane so I can use it personally and then it gets used for the charter so I get another one.
AG: Australia is far vaster than most people realize. Do you see your charter business using this to your advantage?
Yeah, definitely. I think Australia is pretty unique in the FI-FO type thing – fly in and fly out stuff – and we did dabble in that; it’s huge in Western Australia. We built demand for us to take our King Air over West Australia to do some of that, but that’s not the industry I want to get into personally. I think where charter really sells, so to speak, is in America because there are lots of 200-mile legs where you can just jump between towns really, really quickly and that’s great for charter. Anything more than about 200 to 300 miles, it starts to become a little bit cost prohibitive for most people, so it’s going up down the East Coast of Australia where there are a lot of charters because the business between towns is so great that they can do this.
So, that’s the normal thing we’ll be doing. But that said, there are still people who want us to fly them to Perth and have done that before. But those ones are few and far between because in Australia, you’re looking at a $30,000 bill to go out there and back for an aircraft that’s only carrying 7 or 8 people and has to stop along the way. So that’s where the Australian charter side of things is.
AG: Are you flying when you operate on those charters or do you have someone else?
MH: I do maybe one a month in all the different aircraft. With all the aircraft here, it’s it gets a bit challenging to be flying them all and staying current enough so I have another pilot and I just jump in when the mood strikes me.
AG: When I think charter, I’m sure a lot of people think of Caravans, King Airs, and so forth. Why the Piaggio Avanti? What made you choose that? It seems like a bit of a unicorn among other planes.
MH: It’s a different aircraft but again, I’ve always operated unique aircraft from a race plane to the P-51 that we’ve got. You know, we’ve got a counter-rotating Twin Comanche which is pretty rare, and the Cessna 303 Crusader which is very rare. I guess there’s something about looking after little orphans and keeping them flying. That said, the Piaggio is an amazing aircraft actually. They’ve probably got a bit of a bad rep for no real reason of their own. They had some maintenance support issues a number of years ago and it has had a reputation of being loud on the runway and all these things, but they’re actually none of those things. The plane’s low noise – it’s quieter than the King Air – it’s just a different noise. It’s a noise that’s not pleasant when you are used to normal aircraft propellers – this has got a completely different noise – but the actual dB is less.
They’re not a runway hog. We’ve got a runway here that’s only 880 meters, and it gets in and out with no problems at all. It’s a good aircraft for doing everything but speed is what attracts me. It’s a fast turbo-prop, more than 100 knots faster than King Air – quite impressive – and the cabin is much larger as well, which is also attractive. I’m not a short person but I can stand up straight up in a cabin, compared to a King Air where I have to bend over to walk through the cabin.
Matt Hall flies his new Piaggio Avanti. Photo: Matt Hall Racing
AG: So functionality and Italian design – can’t go wrong with that. Just a bit further on that; from a maintenance perspective, has it improved more recently than perhaps in past times?
MH: We actually paid for one of the factory pilots to come over to Australia and train us on the aircraft for a month. So we’ve actually got a reasonable relationship now with the factory, and they are good with parts and to send them out. Part of the problem was that a company in America bought a whole heap to start an aerial taxi service, so they bought a whole heap of parts. Then that company fell over and, somehow, that was blamed on Piaggio. Piaggio did actually become bankrupt through another venture, but it wasn’t because of the Avanti. They are still propped up by the Italian government and still producing parts, still making orders with the aircraft. They just had a bad reputation from the turmoil that occurred.
Next Week…
It would be easy to believe that a man who spends so much of his time in the air has little time for those on the below, but that is simply not the case. Easy to talk to, well-grounded, and ever the insightful aviator, Matt Hall was not done yet with AirlineGeeks.
How do you plan for something new? A story this writer once heard from the space shuttle teaches that you ask the operators of that new thing; a pilot’s perspective is worth their weight in gold (if it could be weighed, that is).
Next week, find out Matt Hall’s perspective on the future of aviation, and why Australia may have something to learn from the FAA.
Mike’s love affair with flight and mechanical objects in the sky began at an early age, fascinated by space documentaries and the vintage Flight Simulator ’95. He currently works as an instructor for UAVs and is training to receive his Private Pilot Licence with the goal of working in manned flight instruction. An avid reader of all things aviation and manned space flight, Mike stays close to developments in aerospace while reminiscing and sharing the rich history of flight with others. He loves writing, engineering and science.
Earlier this week, the final Boeing 747 ever produced emerged from the paint shop in Portland, Oregon to a flurry of disappointment from aviation enthusiasts and historians alike.
N863GT, the final Boeing 747, rolled out of the assembly line in early December of 2022 to much speculation as to whether or not the aircraft would receive any special markings from Boeing. This aircraft is a special one, as it is the last of its kind. The aviation community got its answer on Tuesday, as N863GT sported no significant lettering or decals.
There are unconfirmed reports on Twitter however saying that a Joe Sutter sticker will be applied to the 747 when the aircraft returns to Everett, Wash. before delivery. While by no means a special livery or even really much commemoration, Boeing honoring Sutter, known as the “father of the Boeing 747” is certainly a nice touch.
The aircraft has been painted in a split livery with one side featuring the aircraft’s owner, Atlas Air’s signature dark blue and yellow scheme while the other side sports Apex Logistics, marking who the aircraft is being operated for. Apex Logistics is owned by Bremen, Germany-based transport giant Kuehne + Nagel.
Additionally, the final Boeing 747’s rollout marks a sort of quiet end to an aircraft that was really the pioneer of commercial aviation, as we know it today. Being able to transport hundreds of passengers at a time between continents at incredible speeds with unparalleled comfort for its time. The first Boeing 747 was rolled out in September of 1968, to a frenzy of fanfare unseen before in commercial aviation. The plant in Everett that was constructed for the 747 productions became the largest building in the world and was expanded to accommodate the production of the Boeing 767, Boeing 777 and Boeing 787 Dreamliner.
However, the 747 could not last forever. Aviation has changed dramatically in the 50 years since its rollout. The program, which produced a variety of variants in order to keep up with the changing decades, began to be phased out with the success of newer, more efficient types like the Boeing 777, Boeing 787 Dreamliner, Airbus A330 and Airbus A350. Airlines liked these types far more, because of their versatility and better fuel efficiency.
In more recent decades, the 747 took on more roles as a cargo workhorse and will likely continue to be one for the coming decades. Production may be over, but it won’t be going anywhere anytime soon though as we saw with COVID-19, the outlook can change very quickly. Perhaps, Atlas Air will choose to honor the final 747 once it takes control of the airframe, but that is unlikely. Regardless, the end of 747 production marks a real end to an era in aviation regarded by many to be one of the most thrilling.
Ezra Gollan is a student, photographer and aviation enthusiast based in New York, New York. He has spent over half a decade around New York City’s airports as a photographer.
San Juan Airlines Cessna 172 taxiing at Anacortes Airport. (Photo: AirlineGeeks | Fangzhong Guo)
When people think about scheduled flights, Boeing 737s and Airbus A320s are likely the first planes that come to mind. However, flight operations come in different shapes and sizes when it comes to aircraft fleets. I got to fly on San Juan Airline’s Cessna 172 over the New Year’s holiday. With only three passenger seats, it’s one of the smallest airplanes providing scheduled commercial services. It’s also the most-produced aircraft in aviation history.
The company flies Cessna 172s, Cessna 206s and Cessna 207s. I was hoping to fly on the company’s 207s. Unfortunately, one plane is in heavy maintenance, while the other is still in cargo configuration for the holiday rush.
San Juan Airlines’ current destinations. (Photo: San Juan Airlines)
The Bellingham, Wash.-based airline’s history traces all the way back to 1947. It has served many destinations in the area, including Port Angeles, Wash., Paine Field Airport in Everett, Wash. and even Canada. One of its most intriguing destinations has to be Point Roberts, Wash, a pene-exclave with no road connection to the United States. However, most of its flights begin or end in the San Juan Islands in the Pacific Northwest.
Booking
Like other commuter airlines running intra-state services, San Juan Airlines does not have an automated booking system. Passengers need to either call or email the airline to request a booking. The email addition is an improvement from when I flew with them a few years ago. At that time, they would only take reservations over the phone. However, the company has undoubtedly reduced its schedule since it no longer offers scheduled service over the weekend.
Due to my schedule, I booked a roundtrip out and back from Anacortes, Wash. to Bellingham, Wash. The reservation agent was kind enough to call and double-checked that I did not make a mistake. They only allow requests at least two days out from the date of the flight, so you will want to call for last-minute bookings.
Check-In
I departed from Anacortes both times I flew with the airline. Simply put, there was no official check-in counter or process for this flight. The pilot would ask if I was the passenger and let me through the coded gate and onto the plane. There is a small office at the Anacortes Regional Airport. However, passengers generally don’t get to use that facility.
San Juan Airlines terminal at the Bellingham International Airport. (Photo: AirlineGeeks | Fangzhong Guo)
However, if you depart from any of their other destinations, such as Friday Harbor, Wash. and Bellingham, Wash., you’ll likely find yourself in a cozy sitting area waiting for your airplane. They also offered free coffee in the waiting room at Bellingham.
There were no security checks at any of the locations they serve either. Therefore, you will need to go through security if you are transferring to any other domestic flights offered at Bellingham, Wash. International Airport.
The Flight
A glorious sunrise in the Cessna looking toward Mt Baker. (Photo: AirlineGeeks | Fangzhong Guo)
While the flights follow a general schedule, they follow different paths depending on the demand. On the morning of my flight, the plane picked up a passenger from Lopez Island, Wash., before returning to Bellingham from Anacortes. On the way back, since I was the only passenger, we flew directly to Anacortes.
The Cessna 172 is the most produced airplane and is popular among general aviation pilots and flight schools. However, it rarely serves as a scheduled passenger plane outside of Alaska. Therefore, flying on such a plane is a rare avgeek treat.
Rear seats in the Cessna was surprisingly spacious. (Photo: AirlineGeeks | Fangzhong Guo)
With a high-wing design and canopy all around, you are well-lit and have nearly unobstructed views. The rear cabin is also surprisingly spacious, with a ton of leg room and headspace, so most people won’t feel cramped sitting in it. The commuter airline also provided earplugs to mitigate the noise. However, the noise level was not very bothersome since the sole engine is mounted at the nose, so I did not need them. The pilot and the passenger sitting in front were also able to converse over the engine noise while we were in the air.
It was a gorgeous morning when the sun poked out after several days of rain. The San Juan Islands were partially covered in fog and looked very mystical. We had a bumpy descent at the end, but the flights were mainly enjoyable.
A Cessna 172 safety card with airline branding is a rare treat. (Photo: AirlineGeeks | Fangzhong Guo)
Final Thoughts
San Juan Airlines provides a fast way to transport between the islands and the mainland. Despite sitting only 20 miles apart, driving from the islands to Bellingham requires a ferry crossing and can take more than two hours. It’s service like this that made us appreciate the convenience that airplanes brought to us. I also had the opportunity to meet many people that rely on these services. They offered a perspective on why these flights exist in the first place for these communities.
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.
NOTAM System Outage Impacts United States and Canada
Inside an FAA Air Traffic Control Tower at Washington Dulles International Airport. The federal agency is celebrating 100 years of its Flight Service program. (Photo: AirlineGeeks | Ryan Ewing)
The U.S. Federal Aviation Administration (FAA) reported that air operations in U.S. airspace were affected by the failure of the NOTAM (Notice to Air Mission) system, which informs aircrews and all operations-related personnel of key flight safety issues, are returning to a normal status as final validation checks were performed and the system was reloaded.
At 6:57 AM ET (11.57 AM GMT) the FAA updated the status update reporting that “while some functions are beginning to come back online, National Airspace System operations remain limited.”
At 7:19 AM ET (12:29 PM GMT) they confirmed the order to all airlines to suspend domestic flight departures until 9:00 AM EST (2:00 PM GMT) “to allow the agency to validate the integrity of flight and safety information.”
They also stated that “all flights currently in the sky are safe to land. Pilots check the NOTAM system before they fly”.
At 8:15 AM ET (1:15 PM GMT) the FAA reported that “is making progress in restoring its NOTAM system” and that departures are being resumed at Newark Liberty (EWR) and Atlanta (ATL) airports due to air traffic congestion in those areas. At all other airports, 9:00 AM ET remains the estimated resumption time.
At 8:50 AM ET (1:50 PM GMT) the FAA updated the status reporting that the departure suspension was lifted, and air operations are gradually resuming in the United States while they continue to investigate the cause of the initial problem.
White House Press Secretary Karine Jean-Pierre said this morning that President Joe Biden has been briefed by the Secretary of Transportation on the NOTAM system outage, clarifying that at the time there is no evidence that it was the result of a cyberattack, although the Department of Transportation was instructed to conduct a full investigation into the matter.
Data obtained through Cirium indicates that 19,621 domestic flights are scheduled for this Wednesday in the United States, representing an offer of 2,547,394 seats.
A NOTAM (Notice to Air Missions) is a notice issued by a government agency to inform pilots of potential hazards along a flight route or at a location that could affect the safety of the flight. NOTAMs are issued for a variety of reasons, such as to inform pilots of closed or changed runways, temporary flight restrictions, or the presence of hazardous conditions like severe weather.
Air traffic control or other aviation authorities typically issue NOTAMs, and they can be valid for a specific period or until canceled by another NOTAM. Pilots are responsible for checking NOTAMs before a flight to ensure they are aware of any potential hazards.
Canada: same issue, but not related
NAV CANADA, Canada’s air traffic control service provider, reported at 5:38 PM GMT that the NOTAM (Notice to Air Missions) entry system is down. The outage does not affect the consultation of those NOTAMs that were previously published, but it does affect the uploading of new notices. In any case, the agency indicated that they are not experiencing flight delays related to this downtime.
“We are assessing the impacts to our operations and will provide updates as soon as they become available,” NAV CANADA said in a statement.
Conviasa will resume operations to Brazil in February with a service between Puerto Ordaz (PZO) and Manaus (MAO). Tickets sale will open in the next days. The last scheduled flights between Venezuela and Brazil were operated in March 2020.
Flight Itinerary
Puerto Ordaz (PZO) 12:30 – Manaus (MAO) 14:40 Thursday.
Manaus (MAO) 15:40 – Puerto Ordaz (PZO) 17:50 Thursday.
This service will offer connections to Caracas (CCS) and Porlamar (PMV).
Currently, Conviasa’s international network includes Mexico, Cuba, Bolivia, St. Vincent and the Grenadines, Russia, and Spain. The state-owned airline is also offering special flights to Peru.
Puerto Ordaz (PZO) will be the fourth international destination from Manaus (MAO) after Panama – Tocumen (PTY), Fort Lauderdale (FLL), Miami (MIA) and from March 26 there will be a connection with Bogota (BOG). Currently, the airlines offering international services at Eduardo Gomes International Airport (MAO) are GOL, Azul, Copa Airlines and soon Avianca and Conviasa.
«Margarita is a destination that has been the subject of great advances in the air sector and for the first quarter of this year we would already be projecting, including connecting Brazil with Margarita, » said Ramón Velásquez, Venezuelan Minister of Transportation, when the first talks for the route resumption emerged.
The recovery of this route is due to the reestablishment of diplomatic relations between Venezuela and Brazil and Conviasa expects to expand its international operations with new services in 2023. The last service between both nations was in March 2020 on a non-regular route between Caracas (CCS) and Manaus (MAO) operated by Avior Airlines in Boeing 737-200.
Brazilian operators abandoned the link before, as the last brazilian-registered carriers to operate in Venezuela wereLATAM Airlines, which suspended operations on May 28, 2016, and GOL, which ended its services on January 26, 2016. Both companies offered flights between Caracas (CCS) and Sao Paulo – Guarulhos (GRU).
An IndiGo A320 in Mumbai. (Photo: Sean D. Silva via Wikimedia Commons - https://commons.wikimedia.org/wiki/File:Airbus_A320-232,_IndiGo_Airlines_JP7457952.jpg)
India’s largest airline, IndiGo has received the go-ahead from the aviation watchdog of India, the Directorate General of Civil Aviation (DGCA) to wet lease two Boeing 777-300ERs from Turkish Airlines for a period of six months, with the option to extend for another six months.
The pilots and the crew will be from Turkish Airlines, however, there are talks that the cabin crew will be split between both airlines. IndiGo is utilizing the aircraft for flights to Istanbul from Mumbai and New Delhi.
It is important to note that the airline will continue to operate its New Delhi to Istanbul flights using its A320s and/or A321s. However, the addition of flights using the 777s will increase the number of seats available.
The airline is the leader in India in terms of passengers carried and the number of aircraft operated. This leading airline as of January 2023 has 302 aircraft. The carrier operates the Airbus A320ceo, A320neo, A321neo and ATR-72.
The 17-year-old airline has both international and domestic operations. It is necessary to note that international operations are limited to the range of the equipment being used. Therefore, long-haul flights are not possible at the moment.
A Longtime Goal
From its very onset, the carrier has had its sights set on long-haul international flights. Such operation can soon be successful, owing to the Airbus A321XLR and its highly extended range.
The low-cost carrier already has a substantial advance order for the model. The range offered by such aircraft would enable the airline to carry passengers directly from New Delhi to London.
However, the A321XLR is still some time away from entering service.
In order to accustom itself and expedite its timeline for regular international long-haul operations, the airline has entered this wet-leasing deal. The highly successful carrier also has codeshare agreements with Turkish Airlines, Qantas, American Airlines, Air France – KLM, Qatar Airways and Virgin Atlantic.
This entire wet-leasing venture between both airlines is a win-win situation. IndiGo can keep increasing its footprint on the global platform and Turkish Airlines will be able to carry more passengers from India, which is capped due to bilateral agreements between both countries.
The above arrangement is separate from the codeshare agreement already in place.
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.
Uganda Airlines takes delivery of its first Airbus A330neo
(Photo: Airbus)
Uganda Airlines is aiming for a summer launch for its long-anticipated service to London’s Heathrow Airport, after the UK Civil Aviation Authority (CAA) offered the carrier the option to operate flights through intermediate airports in Algeria, Egypt, Kenya, Morocco, Tunisia, or Turkey.
These airports already have existing security ratings from the UK CAA, while delays in commencing a security audit of Entebbe International Airport have been a major hindrance to commence this service.
“We had already set up at the airport, what is left is for us to set up a marketing office and reactivate the slots we had been previously allocated,” the CEO Jenifer Bamuturaki said speaking to the East African.
Uganda Airlines’ Available Options
According to the CEO, the Ugandan flag carrier has two options: waiting for Entebbe International Airport to go through a security audit by the UK CAA which is estimated to take about two years, or using a third-country airport with the necessary clearances.
Of the seven options, Ghana has already been eliminated because its requirements are similar to the UK’s and the Ghana CAA would have to audit the security status at Entebbe International.
“Kenya is a good option but, like Morocco, Turkey and Tunisia, it would involve some deviation off the regular flying track,” Ms Bamuturaki said.
Barring unlikely concessions, the intermediate stop will be purely technical with the Ugandan carrier not allowed to pick up onward traffic. All passengers and crew on the flight will have to disembark and go through the passenger screening process at the intermediate before getting back on board.
The airline is now examining the suitability of Algeria and Egypt because they align best with Entebbe from an operational perspective.
Delays and Challenges They’re Facing
Officials at Entebbe International Airport have argued that Uganda’s main gateway is suitable for flights to the UK, as KLM Royal Dutch Airlines and Brussels Airlines both operate departures to Europe from there.
British Airways also ran four flights a week between Entebbe and Heathrow until it suspended flights to Uganda in 2015.
Entebbe last underwent the International Civil Aviation Organisation’s Universal Safety Audit Program in 2017, but hasn’t had the Universal Safety Oversight Audit Programme (USOAP) since 2014.
An audit of the airport was scheduled for 2020 but was postponed due to the Covid-19 pandemic and another audit is now scheduled for October 2023.
The airport also needs time to address gaps identified in the earlier audit, mainly concerning skills and personnel.
Uganda Airlines has encountered several challenges in its bid to launch services to London, including securing a type certificate for its Airbus A330s in August 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.
A Volaris Airbus A320 taxiing at the carrier’s hub at Tijuana International Airport in Mexico. (Photo: AirlineGeeks | Albert Kuan)
Volaris, the ultra-low-cost airline operating in Mexico, the United States, and Central and South America, released its preliminary traffic results for December 2022.
Volaris carried 2.9 million passengers during the month, an increase of 13.9% compared to December 2021. Breaking down demand into the domestic and international markets, the former increased by 13.3% and the latter by 26.1%. This shows that the Mexican domestic market had almost recovered its pre-pandemic levels before the end of last year, while the international market still had a lot of growth ahead of it.
According to the company, in December 2022, its capacity (measured in ASMs) increased 18.5% year-on-year, while demand rose 16.9%. As a result, the airline’s load factor declined by 1.2 percentage points to 84.7%. For the full year, Volaris’ capacity increased by 25.6% and its load factor grew 0.9 percentage points to 85.6%.
Commenting on these results, Enrique Beltranena, Volaris’ President and CEO, said: “Traffic in December was solid and booking curves remain firm. We continue to expect passenger growth to be in line with our capacity growth plan. At the end of the month, we were impacted by winter storm Elliott, which disrupted our operations for three days. However, as a result of our team’s hard work, the company was able to quickly regain full operations and respond promptly to our affected customers.”
