A Delta Connection CRJ-200 (Photo: AirlineGeeks | Joey Gerardi)
Atlanta-based Delta Air Lines has made it through the pandemic without starting a single tag route. Other airlines such as United, American, Alaska, and others combined destinations into a single flight to save costs during the pandemic due to severely light passenger loads. SkyWest under the United Express banner combined many smaller EAS communities into a single flight routing this past spring when the airline began to struggle with the pilot shortage. A tag flight is when an aircraft makes a stop in the first city and continues to the next.
This all changes this coming Monday, Sept. 12, 2022, when SkyWest under the Delta Connection brand will begin its tag routes which will affect eight Essential Air Service communities; Pellston (PLN), Alpena (APN), Sault Ste. Marie (CIU), Iron Mountain (IMT), and Escanaba (ESC) all of which are in Michigan; Brainerd (BRD) and Bemidji (BJI) located in Minnesota, and Rhinelander (RHI) in Wisconsin.
All of the changes talked about in the previous article which can be viewed HERE are still in effect starting Sept. 12, 2022, but with one major change to the schedule, they will now only last for less than a month. Previously, the tag flights were planned to continue until at least January 2023 due to pilot shortages. The reason for this quick and drastic flight change is the communities, more specifically the people living there.
Escanaba, Mich., and Rhinelander, Wis. Airport managers, and town leaders in many of the communities wrote letters to the DOT and others saying how this change would greatly affect their communities and wouldn’t stand for it. The Rhinelander Airport Manager even went as far as saying, if SkyWest didn’t reinstate the original service pattern they would contact their senator and house representative to get the flights back.
The upsetting nature of the flight schedule can be seen from the airport’s point of view. Currently, each community is receiving two flights a day on 50-seat jets, but with the tag flights, they’d have to share the seat with other communities. This would give each community affected half the seats they normally do as they would be stopping en-route to pick up other passengers in other affected EAS communities.
SkyWest hear the complaints and did end up reinstating the original schedule for all of the communities and their not-so-tag flights. However, the communities will have to bite their tongues for roughly a month and learn to deal with the situation. The reinstatement of the original schedule doesn’t restart until Oct. 6, 2022. So, the communities mentioned above will have their very unique tag routing for just shy of a month, making it even rarer for those that do end up flying on any of the routes during this short period of time.
The service changes come Sept. 12, 2022 (Screenshot: GreatCircleMapper)
While complaining and threatening to call a senator does work apparently, the schedule doesn’t go back to 100% normality in October. Pellston, Alpena, Sault Ste. Marie and Iron Mountain will go back to their original nonstop flights in October, other than some timing differences. Escanaba will also go back to two nonstops a day, but instead of one flight a day to each Minneapolis and Detroit, they will be losing their Minneapolis flight and instead have twice daily to Detroit on most days. In addition, Escanaba will be losing their early morning departure and late night arrival flights, with the first departure now around 1 p.m. and the last arrival for the day around 6 p.m.
Brainerd and Bemidji in Minnesota will not be reverting to their nonstop flights in October. Bemidji’s early morning departure will still stop in Brainerd on the way to Minneapolis from October until at least December of 2022. Brainerd will still not be affected at all continuing to have two flights a day to Minneapolis.
The flight schedules do change again towards the end of the year, but given the ever-changing nature of the flight schedule, it is not mentioning them this far in advance.
All information in this article was obtained from Delta’s website or documents on Regulations.gov.
Joey has always been interested in planes for as long as he can remember. He grew up in Central New York during the early 2000s when US Airways Express turboprops ruled the skies. Being from a non-aviation family made it harder for him to be around planes and would only spend about three hours a month at the airport. He was so excited when he could drive by himself, the first thing he did with his driver's license was get ice cream and go plane spotting for the entire day. He graduated from Western Michigan University in 2022 with a B.S. in Aviation Management & Operations and a Minor in Business, and currently works for a major airline in his hometown.
An AtlasAir 747 at Kaneohe Bay. Photo: AirlineGeeks | Mike Mangano
Echoing off the Jurassic mountains of Hawaii’s Kaneohe Bay, the sound of jet engines filled the skies at last month’s ‘Blues on the Bay’ air show. Dormant since the pandemic, the Kaneohe Bay Air Show erupted back to life, offering aviation lovers of all backgrounds a chance to get up close and personal to a variety of private, commercial, and military aircraft. Extended hospitality from the Marine Corp Base Hawaii, AirlineGeeks was given the opportunity to witness the precision displays of the Blue Angels, incredible capabilities of the F22 Raptor, as well as some hidden gems from Hawaiian Airlines.
The event, held on the weekend of August 13 and 14, was a true eye-opener for this writer. While any air show will capture the eyes of those in attendance, the ‘Kay Bay’ air show – as many a local will call it – offered experiences that are unmatched in Australia (the home of this intrepid Airline Geek), attracting even an IMAX team. While most events down under will be highlighted by a single Hornet or Lightning, Kay Bay’s program was truly a non-stop exhibition of the most incredible and, more importantly, loud jet performances yet seen by this writer.
Getting to Kay Bay
Being the first time the Blue Angels have appeared at Kaneohe since 2015, anticipation was high among all in attendance, and the traffic certainly reflected this excitement. Having left the North Shore early, AirlineGeeks expected about a one-hour drive and a straightforward entry. As it turned out, it wasn’t quite that simple. It seemed that despite efforts to meet at the media tent at 8:30 a.m., we only managed to get a car park at 9:40 a.m.
As it was expected, large crowds had made the roads outside and inside the Marine Corps Base Hawaii a parking lot, moving slowly through the gates and to the car parking areas provided. In a style true of an international tourist, reliance on Google Maps led this writer straight in, and then straight out – was it really a right turn instead of a left? Evidently, no – it was a left indeed.
Eventually, and with the assistance of some friendly locals, the parking lot was eventually located. Before long, we were in line for entry. While we were unable to enter immediately, the very sight of the Blue Angels from the line was a thrill; this was a bucket list item that was about to get a huge tick. But from that point on, the day continued to improve.
Marine Hospitality
While waiting for entry to such an event can be tiresome, it seemed the excitement ahead meant that patience of many was missing in the ‘lost and yet to be found’ pile. Yet, it was the professionality of the Marines that captured this writer’s attention; a friendly demeanor somehow accompanied those who dared tame the more snappy of the crowd. With firm humor, the men and women guiding this mass contained their swells, focused on the single goal of delivering a safe and spectacular event.
We, for our part, were delighted to see aid approach in the form of a white light, edging closer and parting the sea of attendees waiting to gain entry. The light neared, and slowly defined itself: a white golf cart, dispatched for us by officer and gentleman First Lieutenant Mark McDonough. Having played an incredible part in organizing the air show, he and the COMMSTRAT team showed themselves cool and calm and collected this media team with true hospitality and personal care.
As we entered the gates, the crowds soon followed behind, but in the brief silence in between, we were tantalized by the closeup views of the many aircraft. The static displays were impressive: an entry garnished by Osprey, a Raptor and Falcon, a near-replica Magnum PI helicopter (not quite an MD500D, but looks pretty close), with a look ahead displaying an Atlas Air 747. We were warmly received at the media tent, greeted with professionalism and hospitality from the COMMSTRAT team – truly some of the most pleasant and polite people one could meet.
Reviewing the Program
Kaneohe Bay Air Show was well organized, and although there were some changes made to the program, the planning was so well executed that it would have been impossible to realize those changes unless one was privy to the details. Until the action in the air began around 11 am, AirlineGeeks – and all in attendance – could view and walk through some incredible machines.
The intense heat demonstrated a new capability of this KC-10 Extender – a shady spot to sit. Photo: AirlineGeeks | Mike ManganoIt’s hard to comprehend the payload capacity of this C5 Galaxy. Photo: AirlineGeeks | Mike Mangano
This writer’s first time up close with most of the static displays, the sheer scale and size of the transport aircraft was hard to fathom. A walkthrough of a C-17 Globemaster reveals a true definition of logistical capability. Standing on the inside, it’s difficult to comprehend how an aircraft of its size and volume can deliver the performance it later demonstrated in its high angle of attack take-offs.
The next stop, of all the displays, was to a favorite of many an Airline Geek – the Hawaiian Airlines aircraft. Although it’s the immediate A330 that captures attention, there was a small, red gen hiding in its shadow: a 1929 Bellanca – Hawaiian’s first aircraft. A trusted source and Hawaiian Airlines pilot, Charlie Morris – who also flew an F-22 Raptor at the event – told AirlineGeeks the tale of its resurrection. The aircraft, once thought lost for all time, was miraculously found in someone’s front yard in the middle of nowhere. Now, with restored trims and polished timber on the inside, she sat parked next to the newest of Hawaiian’s fleet. It was an incredible opportunity – a trip through time – that few airlines could exhibit.
It wouldn’t be an Hawaiian air show without Hawaiian Airlines. Photo: AirlineGeeks | Mike ManganoA heavily restored 1929 Bellanca, Hawaiian Airlines (formerly Inter Island Airways Hawaii) first aircraft. Photo: AirlineGeeks | Mike Mangano
As the crowd’s heads pitched upward to the wings above, we were awarded an incredible display of technological wonder and precision piloting. The maneuverability of the Falcon is an impressive sight – evidence of a highly advanced design that hasn’t aged. But of greater awe by far was the Raptor, flown (for the single-ship demonstration) by Cabo Gunderson, the official F22 Demonstration Team pilot.
Most importantly for the viewer, it’s loud. Very loud. Its performance capabilities are even more incredible. While the Blue Angels in their Hornets are a sight to behold, the agility of a Raptor is second to none. With its thrust vectoring capability, one stands in awe as it defies the laws most airplanes are governed by. The Raptor demonstrated its ability to pitch at angles and rates that would leave the Wright brothers lost for words. Rotating in the air while apparently still, its mighty engines were close to shattering ear drums, with the acoustics reflecting off the nearby mountains to amplify the sound. Don’t be misled – the Raptor is a serious aircraft with serious performance, capable of reaching Mach 2.0 without afterburners being engaged. The highlight of this show was, for this writer, the head-spinning wonder of the Raptor.
An F-22 Raptor, flown by the F-22 Raptor Demo Team, but borrowed from elsewhere. Photo: AirlineGeeks | Mike Mangano
Having previously mentioned the C-17 Demonstration Team, which proved that there is far more to an exciting air show than speed alone, the Ospreys helped define versatility as they flew into view like a plane, and then landed like a helicopter.
About 2 p.m., a shift in uniform color became visible on the apron as the Blue Angels made their much-anticipated appearance. For this writer, having never yet witnessed the US Navy’s display team, the iconic diamond flight lives up to all the expectations. The incredible teamwork, professionalism, and precision are not lost on the spectator; each pilot maintains extremely tight formation despite high-speed and high-G turns without any sort of G-suit.
US Navy Blue Angels F/A-18 Hornets at Kaneohe Bay. Photo: AirlineGeeks | Mike ManganoUS Navy Blue Angels F/A-18 Hornets at Kaneohe Bay. Photo: AirlineGeeks | Mike ManganoUS Navy Blue Angels F/A-18 Hornets at Kaneohe Bay. Photo: AirlineGeeks | Mike Mangano
Although it would be a lie to say the near hour-long display did not impress, one is left with an appreciation of what teamwork and personal commitment can result in, and that really is the purpose. The aviator is only the arrowhead, the most visible part of a team committed to nothing short of perfection, unafraid to learn from mistakes and support each other. The crew on the ground are uniform in both action and thought, and to witness their work is to have seen the definition of synchronize. It truly is inspiring, and leave little wonder as to why an IMAX attended the air show themselves (did we mention they are producing an IMAX Blue Angels film?).
Closing Time
The saddest time was, of course, the closure of the gates. In a bid to avoid the heavy traffic, we decided to linger around, taking advantage of the opportunity to grab a hotdog and chat with those who decided to do the same. It was during this time we met some incredible aviators, such as the aforementioned Charlie Morris, and networked with an international community of AvGeeks. As Test Pilot Mark Jones Jr. once told me, “AvGeek is a language we all speak.” This writer (and surely the reader) knows this to be true.
Waiting in the traffic afforded another unexpected surprise – the chance to chat with the Marines based in Hawaii. As the conversations ensued, this writer clearly felt the deep sense of commitment of these men and women, as well as the volunteers assisting the crowds, and it’s only at this point that one comprehends the magnitude of what makes the Kay Bay Air Show so successful.
The August Air Show at Kaneohe Bay was an event unique. With a backdrop of magnificent mountains, the smell of avgas, and a touch of Hawaiian sun, Kaneohe Bay Air Show is more than an air show – it is a demonstration of commitment, of impeccably engineered flying machines, an industrious spirit of a committed team, and the integration of so many aviation and defense sectors that delivered seamlessly. Kay Bay is nothing less than the essence of high performance.
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, Virgin Atlantic revealed images on Twitter of its freshly painted Airbus A330neo. The highly anticipated aircraft is just one of the carrier’s 16 Airbus A330-900s firm orders that were placed during the 2019 Paris Airshow. The new aircraft in Virgin Atlantic’s fleet is expected to enter service on Oct. 12 at Boston’s Logan International Airport.
By the end of this year, Virgin Atlantic will take delivery of three widebody aircraft — with the remaining aircraft being delivered through 2026.
The aircraft rolled out of Airbus’s paint shop in Toulouse, France and sported the signature red and white Virgin color palette. The company named this particular plane Billie Holiday, an ode to the late American jazz and swing music singer.
The A330neo looks to replace the carrier’s older A330-300 aircraft. The aircraft will be an important player in the carrier’s initiative for net-zero emissions by 2050. The Neo will reduce carbon emissions by 11 percent as well as reduce noise emissions by 50 percent through the utilization of its Rolls Royce Trent 7000 engines.
“The A330neo plays a significant role in our multi-billion dollar fleet transformation, demonstrating our commitment to the planet,” Virgin’s Chief Customer and Operating Officer, Corneel Koster, said. “We know the most impactful thing we can do as an airline is to fly the cleanest, greenest, youngest fleet possible and the A330neo is integral to achieving this goal. It’s truly a plane for the future.”
Virgin Atlantic’s A330neo utilizes a 262-passenger, three-class cabin configuration. This includes Economy, Premium, and Upper Class.
Starting in the back of the aircraft, Virgin’s Economy class consists of 184 seats in a 2-4-2 configuration. Passengers can enjoy a 17.9-inch seat width with 31-34 inches of seat pitch. Installed in each seat-back is a 13.3-inch entertainment screen, which the company prides itself in for being the largest screen ever seen in an economy cabin.
The Premium Class section is located in front of the airline’s Economy class. The layout includes 46 seats in a 2-3-2 configuration. Premium seats have 18.5 inches of seat width and up to 38 inches of pitch allowing customers a little more legroom. Passengers also have access to an in-seat wireless charging pad.
Another popular feature is the entertainment screen’s ability to connect to passengers’ headphones via Bluetooth. The pinnacle of Virgin Atlantic’s new aircraft is its Upper Class or business class cabin. Here you can find 32 seats that each utilize private doors — creating a much more private experience for the guest.
The Upper Class cabin includes two executive “Retreat” suites. According to the airline, it is their “most spacious” suite, which contains a 6 ft 7-inch seat that doubles as a fully lie-flat bed. The suite contains a 27-inch touchscreen.
Another selling point of the new aircraft is The Loft, a space for passengers to socialize within the Upper Class. The Loft provides enough space for eight people to stand or sit comfortably. The Loft contains four lounge-style seats and allows guests to sit and chat or enjoy refreshments from a self-service fridge and drinks dispenser. The airline’s strong attention to detail is what helps the U.K. carrier stand apart from its competitors.
“We care about every detail of the cabin design and every step of our customer’s journey,” Koster added. “We’re proud to unveil our state-of-the-art A330neo and show the evolution of our customer experience, with each of our customers receiving a premium experience regardless of the cabin they travel in.”
Chase Hagl grew up in Twin Falls, Idaho. His love and passion for Aviation landed him in Orem, Utah where he obtained a B.S. in Aviation Management with a minor in Business Management from Utah Valley University. Chase currently works as a flight attendant in Charleston, SC and is also the primary Inflight ASAP ERC representative for startup airline, Breeze Airways. His experience in the aviation industry spans back four years, working in areas including agriculture application, customer service, maintenance, and flight ops. In his free time, Chase enjoys road biking, astronomy, and flying.
Hit By Russian Airspace Closure, Finnair Unveils New Profitability Strategy
A Finnair A350 takes off.
(Photo: AirlineGeeks | William Derrickson)
Finnair will introduce a new corporate strategy aimed at restoring profitability, the Finnish airline said in a statement today. According to the text, “the weight of the different markets in the business is changing,” requiring a major structural overhaul to maintain competitiveness.
“Our operating environment has changed dramatically this year in the wake of the war in Ukraine and the subsequent closure of Russian airspace,” the company has stated earlier in the previous weeks. For years, Finnair’s strategy has relied heavily on connecting Europe and Asia via northern routes, which reduce travel times considerably.
However, the current impossibility to fly over the airspace affects almost all European airlines. As a result, many operators have had to choose to re-route or cancel services. Finnair’s routes between Helsinki (located further north than most European terminals with direct services to Asia and close to the Finnish-Russian border) and the Far East were modified.
Flights now follow more southerly routes. For that reason, and depending on the final destination, they will take around two or more hours longer than the usual route further north, which involves flying over Siberia. The longer operations have an impact on fuel costs and thus result in lower profitability.
Topi Manner, the company’s CEO, said, “The changes in our operating environment require a new strategy and significant renewal of Finnair, especially related to costs.” As a result, the airline will seek to achieve mid-term operating profit levels comparable to those recorded in 2019 based on measures to optimise its operations.
The New Corporate Strategy
• A more geographically balanced network connecting Europe with North America, Asia, India and the Middle East through the airline’s hub at Helsinki-Vantaa Airport (HEL), in addition to a strengthened domestic and regional offering.
• Reducing and optimising the fleet.
• Strengthening unit revenues through improved digital offerings and more competitive products.
• Leveraging the company’s partnerships with other operators, and especially its membership of the Oneworld alliance, to strengthen the network offering and diversify the products available to customers.
• The reduction of unit costs by approximately 15% compared to 2019 levels, excluding fuel costs. The sharp increase in fuel prices this year affected the aviation industry as a whole.
Review of Staff Conditions and Operating Procedures
According to Finnair, «the support of all key stakeholder groups is needed» in order to achieve the planned results. In that sense, they assured that the implementation of the new corporate strategy will include the reduction of costs associated with its staff.
According to the statement, the company will initiate discussions with employees on possible adjustments to working conditions and evaluate additional measures. These include the possible outsourcing of cabin service on specific routes and of certain operational activities, as well as actions to improve the efficiency of shared functions.
On the other hand, savings in other aspects of the operation will be sought through new contract negotiations with suppliers, structural changes in operations and optimisation of in-house facilities, according to the company.
However, the Finnair has not yet provided further details on the measures to be implemented in each area.
Editor’s Note: This article was written by Agustín Miguens for Aviacionline.
Parker joined AirlineGeeks as a writer and photographer in 2016, combining his longtime love for aviation with a newfound passion for journalism. Since then, he’s worked as a Senior Writer before becoming Editor-in-Chief of the site in 2020. Originally from Dallas and an American frequent flyer, he left behind the city’s rich aviation history to attend college in North Carolina, where he’s studying economics.
Hit By Western Sanctions, Aeroflot Signs Letter of Intent for 339 Aircraft with UAC
An Aeroflot Sukhoi Superjet 100 at Dresden Airport in Germany. (Photo: AirlineGeeks | Fangzhong Guo)
Confirming what had been announced a couple of weeks ago, Aeroflot and United Aircraft Corporation (UAC) signed a letter of intent on Wednesday for the delivery of 339 Russian-made aircraft by 2030.
This was done at the Easter Economic Forum in Vladivostok and reported by the official TASS news agency.
The order comprises 210 Irkut MC-21s, 89 Sukhoi Superjet SSJ100s and 40 Tu-214 aircraft, with deliveries starting from 2023 with two SSJs, to be followed by six MC-21s and seven Tu-214s in 2024.
According to Russian Industry and Trade Minister Denis Manturov, the total value of the contract would be more than one trillion rubles, around $16 billion, an unprecedented figure in Russian history.
In practice, Aeroflot has two ways to finance this plan: seek new funds from its main shareholder, the Russian government, or go to the market, the former being the best option in the face of huge uncertainty about the company’s cash flow after Western sanctions hit Russian aviation hard.
Another challenge will be to get manufacturers to increase their production rate, as currently only a few units a year are produced.
A Move to Russia
Aeroflot’s turn to Russian companies for new aircraft is likely as much out of necessity as a desire to support other Russian companies. As a result of sanctions brought against Russia and local corporations by dozens of countries around the world, major aircraft manufacturers like Boeing and Airbus are forbidden from selling new aircraft, parts and other services to the company.
In addition, potential lessors aren’t able to provide aircraft to carriers either. (Some have even put substantial effort into repossessing aircraft that were being leased to airlines in Russia before it invaded Ukraine.)
As the nation’s flag carrier, Aeroflot’s nod to Irkut, Sukhoi and Tupolev may be as much of a signal — showing how Russia plans to get by without a dependence on other countries’ exports — as it is filling one of the airline’s needs.
The specific timeline for these orders is still unclear.
Editor’s Note: A portion of this article was written by Edgardo Gimenez Mazó for Aviacionline.
Parker joined AirlineGeeks as a writer and photographer in 2016, combining his longtime love for aviation with a newfound passion for journalism. Since then, he’s worked as a Senior Writer before becoming Editor-in-Chief of the site in 2020. Originally from Dallas and an American frequent flyer, he left behind the city’s rich aviation history to attend college in North Carolina, where he’s studying economics.
Garuda, Citilink To Double Number of Airplanes by End of Year
Garuda Indonesia is rumored to be increasing the number of new aircraft in line with public interest for travel in and around Indonesia. Garuda Indonesia Director Irfan Setiaputra stated that the airline is targeting to increase the number of aircraft in its fleet from 61 to 120 by the end of the year.
He said that at this time the public is more interested in travel.
“We have a target of 120 aircraft by the end of the year in order to meet the needs of people who are currently having difficulty getting tickets,” he said at the IDX Channel Market Review event in Jakarta on Aug. 29. He also continued that occupancy on each flight had increased by 80%. Flights at convenient times to popular destinations are departing with load factors close to 98% with only very few seats left.
Allocation of Aircraft
Furthermore, Irfan stated that the additional aircraft will be allocated for domestic flights and destinations to Mecca. He hopes that domestic flights to certain areas which are usually only once a day can increase in time, and for international flights to Mecca not only from Jakarta. “We hope that those who do Umrah do not need to stop by again in Jakarta so they are not too tired and don’t spend a long time,” he concluded.
Funding Source and Its Impact
One of the things that Garuda Indonesia will do is buy 59 new aircraft to complement its current fleet. Currently, Garuda Indonesia and Citilink have 61 aircraft of various types.
Funds amounting to 7.5 trillion rupiah ($500 million) in the form of State Capital Participation (PMN) will be disbursed in the near future. This was conveyed by the country’s Minister of State Owned Enterprises Erick Thohir when delivering a statement in late August. By the end of the year, Thohir estimates that the number of Garuda Indonesia and Citilink’s fleet will be doubled compared to the current fleet.
“Garuda after the PKPU restructuring will begin to increase the number of its aircraft again, where currently Garuda and Citilink number only 61, at the end of the year it will reach 120,” he said.
With this addition, Thohir hopes that the price of national airline tickets can be reduced to become cheaper according to President Jokowi’s instructions. “We hope this balance can improve national ticket prices,” he continued. He also is seeking to ensure that the rental price of the new Garuda Indonesia fleet will be in accordance with the average global market rental price.
Thohir said that the plan could be implemented thanks to the success of Garuda Indonesia’s restructuring so that the corporation could move more healthily.
He said the government needed to maintain momentum of economic growth, which currently has reached 5.44%. One of them is by keeping the price of plane tickets more affordable so as to encourage the economy.
Putu Deny Wijaya was always an aviation enthusiast by heart, growing up in Indonesia where air transport is very vital. His first love is The Queen of The Skies, serving the trunk routes between Jakarta and Denpasar. He brought along this passion with him throughout college by conducting his bachelor study abroad in the Netherlands for the purpose of experiencing a nonstop 14-hour long-haul flight. For Putu the sky's the limit when talking about aviation. He hopes that he would be able to combine his passion for aviation and knowledge of finance at the same time.
Ethiopian Airlines Records Higher Profits, Expands Presence in Middle East
Ethiopian Airlines reported 79 percent revenue growth for its fiscal year that ended on July 30. According to Mamo Mihretu, the CEO of Ethiopian Investment Holdings, in a tweet, the state-owned airline recorded $5 billion in revenue this fiscal year, a growth of 79% over last year. Additionally, profits rose 90 percent to $937 million, despite headwinds from the deteriorating global economic outlook, rising costs and the global pandemic.
While the financial report document is not publicly available to glean more details from it, it is understood that Ethiopian Airlines will have transported more than 6 million international air travelers during the reporting period.
Founded in 1945, Ethiopian Airlines is one of Africa’s oldest and most trusted airlines. It has also remained one of the most profitable, especially since the pandemic disrupted global travel and the recent global energy crisis which sent the price of aviation fuel skyrocketing.
Kenya Airways — one of Ethiopian Airlines’ competitors — posted a loss of $82.4 million for its half-year ending June 2022. A recent forecast by the International Air Transport Association (IATA) predicts that African airlines will record net losses of around $700 million in 2022. Airlines recorded a revenue loss of $8.6 billion in 2021 and previously reported a staggering $10.21 billion revenue loss in 2020.
The Airline’s Middle East Network
To meet the soaring demand for air travel, various airlines are adding routes to beef up their schedules. Ethiopian Airlines recently confirmed plans to add Jordan to its Middle East network in September — becoming the ninth country served by the carrier in the region.
Flights from the airline’s Addis Ababa hub to Amman, Jordan’s Queen Alia International will begin on Sept. 19 and will operate three times per week. The airline plans to use the Boeing 737-800 to operate the 2,544km route.
Ethiopian Airlines Group CEO Mesfin Tasew said, “With the commencement of our new flight to Amman, passengers departing from/to the middle east can enjoy the extensive Ethiopian network worldwide with convenient connectivity and smooth transfer at Addis Ababa. Our new flight will also further strengthen the economic ties between Ethiopia and Jordan.”
The airline originally intended to start flights to Amman in July 2019, but the launch was initially delayed until October before being scrapped altogether. It then revived the plans in July 2021, saying flights would begin in August. However, the launch failed to materialize until this year.
Ethiopian Airlines will be the sole carrier to offer nonstop service between Ethiopia and Jordan once the route begins — with Amman becoming its 11th destination in the Middle East.
BMI British Midland was the last airline to serve the Addis Ababa-Amman, Jordan route in June 2012. The now-defunct carrier operated flights from London Heathrow’s Airport to Amman via Addis Ababa to Amman and back to London’s Heathrow Airport.
Ethiopian Airlines will serve Amman from Addis Ababa on Mondays, Wednesdays and Saturdays, departing from Ethiopia’s capital at 10:30 p.m. and arriving in Jordan’s capital at 2:05 a.m. the following day. The return service operates on Tuesdays, Thursdays and Sundays, departing Amman at 3:05 a.m. and arriving in Addis Ababa at 6:44 a.m.
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.
Pipistrel Velis Electro electric aircraft.
(Photo: Pipistrel Aircraft)
Last week Icelandair, Iceland’s national airline, made the first flight in Iceland operated by an electric aircraft.
Participating in this event as the first passengers to fly on the 100% electric aircraft were the President and Prime Minister of Iceland. The aircraft used was a Pipistrel Velis Electro, license plate TF-KWH, from the Slovenian manufacturing company Pipistrel. The Velis Electro was the first two-seat, electric-powered aircraft ever certified, fully approved for pilot training in daytime VFR operations and whose dimensions are similar to the aircraft that flight academies use for flight training.
The plane will be used for flight training, but it is also expected that tourist flights with this electric plane in Iceland can be purchased and the experience of traveling in a zero-emission plane can be experienced.
These are the first steps on an important path toward more environmentally friendly aviation, and pilot training for these electric aircraft is seen as the first step in a broader transformation of the aviation industry globally.
Icelandair has set ambitious new targets to reduce carbon emissions, committing, in line with the entire aviation industry, to achieve net zero emissions by 2050, including setting a medium-term target to reduce the airline’s carbon emissions by 50 percent per operational ton kilometer (OTK – measuring carbon emissions against passengers and cargo carried) by 2030 compared to 2019 levels.
Iceland is a perfect country for the transition to electric aircraft due to its short domestic routes, location between Europe and North America, and access to green electricity in the country. Iceland generates 100 percent of its electricity from renewable sources: 75 percent from large hydroelectric plants and 25 percent from geothermal energy.
Safety Always Comes First
The safety standard for this type of electric aircraft is clearly the same as for “traditional” ones. As stated on the Pipistrel website, one battery pack is placed in the nose of the aircraft and the second behind the cabin. This ensures redundancy of the power source: if a battery fails, the malfunctioning one is automatically disconnected from the system. A single battery is capable of operating autonomously and has sufficient power capacity to sustain the ascent and continuation of the flight.
The Rafmagnsflug ehf. company, founded in late 2021 by Matthías Sveinbjörnsson and Friðrik Palsson, who had previously worked on importing this type of aircraft to Iceland, brought the first electric plane to Iceland with the goal of taking an initiative toward aviation energy exchange, training personnel in this new technology and making it known to the nation.
The event’s major sponsors come from aviation, airport operations, power generation, and tourism, such as Icelandair, Isavia, Landsvirkjun, and Hotel Rangá. Other sponsors include Landsbankinn, Geirfugl ATO, the Reykjavik Flight Academy and the Iceland Aviation Academy, along with Matthías, Friðrik and Herjólfur Guðbjartsson.
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.
The apron at Milan's Linate Airport (photo SEA Aeroporti Milano)
After over 20 years of limitations that prevented any flights to destinations outside of the E.U., Milan’s Forlanini Airport located in the suburb town of Linate will be subject to a new regulation imposing a perimeter rule similar to those regulating traffic at New York La Guardia and Washington National.
According to the new framework approved last week by the European Commission that will need to be translated into law by the Italian legislator, all destinations within 1500 kilometers (approximately 810 nautical miles) of great circle distance from the airport will be allowed to be served from Linate by direct flights.
New perimeter for Linate Airport (photo Aviazionecivile.it)
The European Commission however struck out an article in this proposal that required airlines serving Linate to stop selling itineraries to destinations that could not be served directly, therefore preventing them to use the airport for their hub-and-spoke networks feeding their hubs for their international services.
Until today, only destinations within the European Union (with the inclusion of Switzerland, which is considered part of the European Skies as far as commercial aviation is concerned) could be served from the airport, preventing non-E.U. airlines to even code-share on flights to and from Linate.
Some restrictions currently in place will also remain: the airport will maintain an artificial cap of 18 movements per hour and flights will only be operated by “single aisle” aircraft.
The Tale of Two Airports in Milan
Traffic at Linate started to be restricted in 2000, when the city built a new terminal at the old Malpensa Airport to develop it into a big international airport. However, Malpensa is almost 50 km (approximately 30 miles) away from the city center, and at the time there was no train connecting the airport to the city and the only highway leading to the new terminal was heavily congested. On the other hand, Linate is just 8 km from Milan’s business district and can be easily reached by bus or taxi.
Therefore, in order to facilitate the development of the new airport, the Italian Government started introducing limitations on which destinations could be served from Linate, imposing limits on capacity and frequencies. Throughout the year those restrictions have been progressively modified, but as Malpensa failed to deliver on its potential, Linate’s traffic kept being regimented by progressively less restrictive regulations.
In 2016 it was decided that frequencies and destination limitations were to be scrapped, but Linate had to remain dedicated to intra-E.U. traffic. The runway is not long enough to allow for long-haul flights and cannot be extended as it is located in a heavily populated area.
The problem came when the United Kingdom decided to leave the E.U., therefore placing London outside of the list of allowed destinations. London is by far the most profitable destination from Linate for ITA Airways, the Italian flag carrier detaining the rights to almost 70% of the slots at the airport. After selling most of its London Heathrow slots to generate cash, the then-Alitalia (now become ITA Airways) started operating up to three flights a day to London City Airport relying on their Embraer 170 aircraft that can operate from the constrained airport in East London.
This change in regulation is coming to save the possibility to connect Milan’s most convenient airport to London and preventing the need to relocate all flights to Malpensa.
The new regulation will to open up the possibility to serve other destinations in the U.K., Tunisia, Algeria and the countries outside the E.U. in eastern Europe all the way to Moldova and Western Ukraine.
Vanni fell in love with commercial aviation during his undergraduate studies in Statistics at the University of Bologna, when he prepared his thesis on the effects of deregulation on the U.S. and European aviation markets. Then he pursued his passion further by obtaining a Master’s Degree in Air Transport Management at Cranfield University in the U.K. followed by holding several management positions at various start-up carriers in Europe (Jet2, SkyEurope, Silverjet). After moving to Canada, he was Business Development Manager for IATA for nine years before turning to his other passion: sports writing.
A Contour Embraer E135 nicknamed "Pride of Contour." (Photo: AirlineGeeks | Joey Gerardi)
SkyWest has had a rough couple of months, they requested to end 31 EAS contracts in the spring of 2022 and have combined about a dozen other communities into tag flights. It is seen in the industry that when one airline has its troubles, other airlines will step in and reap the reward. This was seen back in 2018 when Great Lakes Airlines collapsed, Boutique Air and SkyWest took over most of the EAS contracts from that airline; now it’s another airline’s turn.
A United Express CRJ-200 arriving into Chicago O’Hare (Photo: AirlineGeeks | Joey Gerardi)
Out of the 31 EAS communities that SkyWest has requested to terminate, 11 have officially chosen a new airline up to this point, and seven of them have gone to Contour Air. Plattsburgh and Ogdensburg in New York state were the first two and were chosen early on in the process and the carrier has already started serving both communities from Philadelphia.
The rest of the new Essential Air Service and Alternate Essential Air Service contracts are below and include what service they will get and when they will start. All flights are scheduled to operate on the carrier’s 30-seat Embraer E135’s.
A Contour Embraer E135 nicknamed “Pride of Contour” (Photo: AirlineGeeks | Joey Gerardi)
Fort Leonard Wood, Missouri – TBN
This community is very familiar with Contour Air and has been served by them in the very recent past. SkyWest hasn’t even been in this community even a year as they had started service to the this airport in October of 2021. Even though this is technically a resumption, it is counted as a ‘new service’ because the contract was awarded to a different airline since the last time they flew here.
Contour Air will begin flights to Fort Leonard Wood on Oct. 1, 2022, and will fly 12-weekly flights to Nashville. These flights will operate under regular EAS at a rate of $4,449,693 for the first year, $4,761,172 for the second year, and $5,094,454 for the third year, with the contract running until Sept. 30, 2025.
Altoona, Pennsylvania – AOO
Altoona actually isn’t part of the mass SkyWest termination request and is the only community in this article with this being the case. However, it was part of a termination request by San Francisco-based Boutique Air, which wanted to terminate its contract due to rising costs and had plans to re-bid for the same service but at a higher cost. The airline did re-bid for a higher cost like they said they would, but they lost, and the community looked for a different option and went with Contour instead.
This is an Alternate Essential Air Service city, or AEAS, meaning the government pays the community through a grant, and the community then pays the airline directly for service to their community. It allows for more flexibility on the part of the airline and they can alter flights based on demand. It also means they don’t have to file for an ‘alternate service request’ if the airline needs or wants to switch service.
Altoona flights will operate to Philadelphia, and although the amount of flights isn’t specified in the document the carrier’s website is showing about 12-weekly flights. The contract will go until Sept. 30, 2024 with up to $4,280,002 being paid to the airline each year. This is another interesting aspect, the contract also gives the option for CRJ-200 service in addition to Embraer E135 service, given the airline doesn’t currently operate CRJ-200 in a 30-seat configuration this seems unlikely.
Lewisburg, West Virginia – LWB
This community starts on Nov. 1, 2022, and will receive 12-weekly flights to Charlotte. This is an EAS contract and will last until Oct. 31, 2025 at a subsidy rate of $5,971,353 for the first year, $6,389,348 for the second year, and $6,836,602 for the third year. This will be Contour Air’s third airport in the state of West Virginia.
Shenandoah, Virginia – SHD
This community will also start Contour service on Nov. 1, 2022, and will receive 12-weekly flights to Charlotte. This city will be almost identical to Lewisburg with the contract end date also being on Oct. 31, 2025. The EAS contract and subsidy rates are also very similar at $5,415,033 for the first year, $5,794,085 for the second year, and $6,199,671 for the third year. This will be Contour Air’s first airport in the state of Virginia.
Clarksburg, West Virginia – LWB
This community starts on Dec. 1, 2022, and will receive 12-weekly flights to Charlotte. This is an EAS contract and will last until Nov. 30, 2025 at a subsidy rate of $5,511,849 for the first year, $5,897,679 for the second year, and $6,310,516 for the third year. This will be Contour Air’s fourth airport in the state of West Virginia.
Paducah, Kentucky – PAH
This community starts on Dec. 6, 2022, and will receive 12-weekly flights to Charlotte. This is an EAS contract and will last until Nov. 31, 2025 at a subsidy rate of $5,554,654 for the first year, $5,943,479 for the second year, and $6,359,523 for the third year. This will be Contour Air’s first airport in the state of Kentucky.
The Facts
Paducah, Clarksburg, Lewisburg, Shenandoah, and Fort Leonard Wood will be Contour Air’s first group of EAS communities as every other city they operate to is an Alternate Air Service contract. This is due to the fact that Contour operates as 14 CFR Part 380 Public Charter, and one of the rules of EAS contracts is the carrier must be ‘scheduled air transportation’. This is because Contour Air is technically called ‘Corporate Flight Management Inc. a/b/a Contour Aviation’ and that’s how they have been operating as a public charter to their current cities for this long.
For all of their contracts, they will be getting a waiver from the DOT 49 U.S.C. § 41732(a) which states that “that basic Essential Air Service (EAS) is scheduled air transportation”, meaning they can now operate these flights as 14 CFR Part 135 under the name Contour. Behind the scenes, these two airlines will be different in terms of regulations and rules as they will be operating under different DOT parts, but from the passenger side, these flights will look identical.
Contour does also have a baggage and interline agreement with American Airlines, so the communities that will offer flights to the Charlotte and Philadelphia hubs do have a lot to gain from this transition as both are significant American hubs. Nashville doesn’t have a huge American operation, but passengers can still connect to American hubs from there and beyond that with two stops.
These new Contour routes will bring the total number of EAS/AEAS contracts for the airline up to 16, which is now more than the number of Delta Connection branded SkyWest operated contracts which currently sits at 15. It also jumps Contour up to the third largest EAS Airline, behind United Express-branded EAS which stands at 29 services, operated under a mixture of SkyWest and CommutAir, and Massachusetts-based Cape Air which sits at 18.
There is still a lot that isn’t certain in the EAS community realm. A hand full of SkyWest EAS communities still haven’t had new carriers awarded officially by the DOT, and with Boutique Air and Cape Air both also posting termination requests for a few communities, there are a few airlines that still look to gain ground, or in this case sky, over the coming months and into the new year. Contour Air is definitely going to be one of these airlines to watch, as I am certain they will gain at least one or two more additional cities by the end of the year
The map below is Contour Air’s current route map in the eastern part of the United States, and includes routes that have been announced before, or on Sept. 3, 2022. It does not include their two routes out west, which are Phoenix to Page, Ariz.; and Oakland to Crescent City, Calif.
Contour Air’s Eastern US Route Map as of Sept. 3, 2022 (Map: AirlineGeeks | Joey Gerardi)
All flights and schedules in this article are subject to change, and all information was taken from publicly accessible documents on regulations.gov or the carriers’ website.
Joey has always been interested in planes for as long as he can remember. He grew up in Central New York during the early 2000s when US Airways Express turboprops ruled the skies. Being from a non-aviation family made it harder for him to be around planes and would only spend about three hours a month at the airport. He was so excited when he could drive by himself, the first thing he did with his driver's license was get ice cream and go plane spotting for the entire day. He graduated from Western Michigan University in 2022 with a B.S. in Aviation Management & Operations and a Minor in Business, and currently works for a major airline in his hometown.
Sign-up for newsletters & special offers!
Get the latest stories & special offers delivered directly to your inbox
