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SkyWest/United Express Cut Another City

SkyWest CRJ-200
A United Express CRJ-200 arriving into Chicago O'Hare. (Photo: AirlineGeeks | Joey Gerardi)

Back in the Spring of 2022 SkyWest, under the United Express brand, requested to terminate 31 Essential Air Services (EAS) communities. In some of these communities, SkyWest has already left and new carriers have come in, like the community of Alamosa in Colorado. While some cities still have SkyWest but have had a new carrier selected like the Eau Claire, Wis. contract was selected in July 2022 but the service on the new carrier Sun Country doesn’t begin until Dec. 1, 2022.

There are some communities that SkyWest won’t actually be leaving at all, as some communities have very much disliked the airlines that have submitted proposals and would rather stick with SkyWest despite the uncertainty of the current service levels.

United Airlines CRJ200 operated by SkyWest at Muskegon-County Airport (Photo: AirlineGeeks | Joey Gerardi)

What is Changing

The community of Muskegon, Michigan (MKG) is the sixth community out of the 31 communities to have a new carrier officially selected. Palm Beach, Fla.-based Southern Airways Express is the airline that has been selected for the contract in this west Michigan community. This will bring the total number of EAS contracts held by Southern Airways Express up to 15, and will also be the first contract held by the airline in Michigan and within the Midwest.

The contract is scheduled to begin on Oct.1 2022 and will run for four years until Sept. 30, 2026. They will operate 36-weekly flights to Chicago O’Hare using a 9-seat single engine Cessna 208 Caravan. The annual subsidy will be $3,918,899 for the first year, $4,016,872 for the second year, $4,117,293 for the third year, and $4,220,226 for the fourth year.

A Southern Airways Express Cessna 208 (Photo: AirlineGeeks | Joey Gerardi)

Muskegon Airport Director Joel Burgess did have something to say regarding the service in a recent interview with 13abc news, “Our current levels of service with SkyWest would really translate to one flight a day, throughout the week. And at times that flight may not have been that well-timed to connect passengers at the Chicago O’Hare hub to where they needed to go. So, one of our requests to the Department of Transportation was to go out and look for a carrier who was able to provide a more expanded type of service into the Chicago O’Hare International Airport.”

This is evident currently as with SkyWest, the first daily departure occurs around 1P.M. and the last arrival for the day occurs around 3:30 P.M. terrible timing for those wising to make connections in or out of United’s Chicago hub. Should the worse happen, not only could a passenger miss a flight but also miss the only flight back into Muskegon, leaving them stranded in Chicago.

While the airline has yet to post its exact flight schedule on its site, Joel Burgess did mention that they would serve the community with six flights a day Monday through Friday, and three flights a day on the weekends. This will dramatically increase the number of flights and connecting opportunities in Chicago, especially since Southern Airways Express has interline baggage agreements with United, American, and Alaska Airlines. Passengers will actually be gaining more connection opportunities with three airlines they can now connect with, two of which have hubs at Chicago O’Hare.

A familiar name on this site, Keith Sisson, who is the Chief Marketing Officer of Southern Airways Express, had something to say regarding the launch of Muskegon flights. “Southern Airways is pleased to be opening yet another connecting hub in our system, this time at Chicago-O’Hare. Even more so, we are excited to bring our high-frequency, low-fare service to the people of Muskegon. With the expansion to Chicago, Southern becomes the only commuter airline with operations at all of the five busiest airports in America: Atlanta, Los Angeles, Chicago, Dallas/Ft Worth, and Denver.” 

The new flights to Muskegon are expected to go on sale shortly after Labor Day, according to the airline. Southern Airways Express in Chicago will also mark the return of passenger Cessna 208 service into Chicago, as the last airline to do that was Air Choice One, an airline that was actually merged into Southern Airways Express this year.

Joey Gerardi

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.

Aeroflot To Renew Its Fleet With 300+ Russian-made Aircraft

An Aeroflot SSJ100 (Photo: SuperJet International [CC BY-SA 2.0 (https://creativecommons.org/licenses/by-sa/2.0)])

Russian airline Aeroflot, which has most of its capital in the hands of the local government, has again talked about fleet renewal with more than three hundred planes produced in Russia. This time, the information came through a note from the Kremlin, after the meeting of the airline’s general director, Sergei Aleksandrovsky, with President Vladimir Putin, on August 26.

The meeting, mostly political in tone, merely talked more of the same. The goal, however, seems to have been to focus on the «new» variants of the domestic aircraft, which are being produced only with local components as part of an extensive import substitution program.

As reported by Aeroin, Aeroflot said it will renew its fleet in the coming years with 323 aircraft, including 210 of the MC-21 model equipped with domestic PD-14 engines, as well as 73 Sukhoi Superjet (SSJ100) in the so-called «import-substituted» version (SSJ-New) and 40 Tu-214 units.

The average list price of the MC-21 is almost $98 million and the SSJ100 is $36 million. As for the Tu-214 there are no updated figures. Based on all this, and excluding the Tu-214, the package to be ordered by Aeroflot should be at least $23 billion.

“This is a very significant volume, which will force us to attract additional resources,” Aleksandrovsky emphasized. According to the head, the air carrier plans to hire 3,500 more pilots and order eight new flight simulators. He added that Aeroflot’s strategy is already “fully synchronized with the aviation industry development program until 2030.”

In practice, Aeroflot has two ways to finance this plan: either to seek new funds from its main shareholder, the Russian government or to go to the market, the former being the best option in view of the huge uncertainty over the company’s cash flow after Western sanctions hit Russian aviation hard.

Another challenge will be to get manufacturers to ramp up their production rate, of which only a few units per year are produced at present.

(written by Pablo Diaz)

Vanni Gibertini

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.

Wizz Air Expands Network to Saudi Arabia in Agreement with Government

Wizz Air utilizes the A320 on its European routes (Photo: Wizz Air)

Wizz Air, a Hungarian airline and a top-three low-cost carrier in Europe as measured by the number of passengers carried, has signed a memorandum of understanding with the Ministry of Investment of Saudi Arabia to launch 20 new routes from Central and Eastern Europe to Saudi Arabia.

The carrier has expanded rapidly since the coronavirus pandemic began but the easing of restrictions on Covid-19 and the elimination of PCR testing requirements for vaccinated travelers have made travel easier again, allowing travelers to move abroad more easily. Due to these new reopenings and strong demand for tourism, Wizz Air was able to sign the memorandum with the Saudi government. However, the initiative was initiated by the Saudi Ministry of Tourism, which aims to improve the development of the country’s tourism sector.

The new flights will operate from 11 cities in Europe to the Saudi Arabian cities of Riyadh, Jeddah and Dammam. Those cities include:

   •  Bucharest, Romania

   •  Budapest, Hungary

   •  Catania, Italy

   •  Larnaca, Cyprus

   •  Milan, Italy

   •  Naples, Italy

   •  Rome, Italy

   •  Sofia, Bulgaria

   •  Tirana, Albania

   •  Venice, Italy

   •  Vienna, Austria

The new routes will greatly strengthen Wizz Air’s presence in the country, boosting the growing Saudi tourism sector and contributing to the Vision 2030 program, which plans to triple the country’s passenger traffic by 2030. It has been estimated by Wizz Air that this expansion will bring more than 1 million additional travelers to Saudi Arabia next year.

An Ex-Europe Expansion

Wizz Air was already planning from May 2022 to start operations and open a branch in Saudi Arabia after doing so in Abu Dhabi in 2020.

Wizz Air Abu Dhabi LLC is based at Abu Dhabi International Airport in the United Arab Emirates. The company is a joint venture with the state-owned ADQ — formerly Abu Dhabi Developmental Holding Company, ADDH — which owns 51%, and Wizz Air Holdings owning the remaining 49%. Flights began in November 2020 with two Airbus A321neo aircraft, which Saudi tourism forecasts predict will grow to 50 in the next few years.

However, the Hungarian low-cost carrier’s goal is to expand in the medium term to Africa and India to offer four-to-five-hour, domestic and international, low-cost Airbus A321 flights, thus serving a potential pool of 5 billion people.

Wizz Air Abu Dhabi recently already sought approval from authorities in 2021 to launch flights to the Indian subcontinent and hopes to begin operations in 2022-23 after approval. Airfares between the UAE and the Indian subcontinent have doubled in recent months due to high demand and low capacity.

Wizz Air is therefore targeting markets not yet taken by other low-cost competitors such as Ryanair and Easyjet, which are mainly active in Europe.

Vincenzo Claudio Piscopo

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.

Air New Zealand and Qantas Look Beyond Losses to Future Competition

An Air New Zealand 787 landing at Houston IAH (Photo: AirlineGeeks | Mateen Kontoravdis)

Air New Zealand and Qantas announced their full-year financial results for 2021-22 on Thursday with both airlines reporting a third straight loss. Both Air New Zealand’s and Qantas’ fiscal years are from July 1 through June 30.

The Kiwi flag carrier posted a loss ‘before other significant items and taxation’ of 725 million New Zealand Dollars ($451 million), compared to a figure of 444 million New Zealand Dollars in the 2020-2021 financial year. The figure is in line with the projections Air New Zealand offered the share market and comes after a particularly disruptive 12-month period due to the ongoing impact of Covid-related challenges and repressive travel restrictions for most of the reporting year.

In a video, to shareholders and customers, Air New Zealand Chair Dame Therese Walsh and Chief Executive Officer Greg Foran acknowledged the challenges the airline faced and continues to face.

Foran said, “For customers, we’ve been focused on restoring services, maintaining a choice of fares and launching innovations to improve their journey with us. For our amazing staff, we have provided one-off awards to acknowledge their continued extra mahi (work), and for our communities, we’ve been obsessed with operational performance, which drives the reliable services they depend on.”

However, the airline appears firmly focused on looking forward to the upcoming launch of a non-stop service from its Auckland base to New York’s John F. Kennedy International Airport in September and the relaunch of flights to Chicago in October. The airline will have a nine-month monopoly on the former route until trans-Tasman rival Qantas begins flights between New Zealand’s and the United States’ largest cities to the same airport in June 2023.

Qantas 787-9
A Qantas Boeing 787-9 departing LAX (Photo: AirlineGeeks | James Dinsdale).

The announcement that Qantas will compete with Air New Zealand on what will become the Kiwi carrier’s flagship route — with NZ1 and NZ2 flight designators — came on the day the Aussie airline announced an “Underlying Loss Before Tax” of 1.86 billion Australian Dollars ($1.3 billion). This compares to a figure of 1.83 billion Australian Dollars for the 2020-2021 financial year.

Qantas Group Chief Executive Officer Alan Joyce, said, “This result takes the Statutory Loss Before Tax impact of COVID on the Qantas Group to nearly 7 billion ($4.88 billion) and our total revenue losses to AU$25 billion ($17.43 billion). These figures are staggering and getting through to the other side has obviously been tough.”

Mr. Joyce added, “The past year has been challenging for everyone. We had to ramp down almost all flying once Delta (the strain of coronavirus) hit and stay that way for several months before ramping back up through multiple Omicron waves as we all learned to live with COVID in the community.”

Speaking about the future, Joyce said, “We always knew travel demand would recover strongly but the speed and scale of that recovery have been exceptional. Our teams have done an amazing job through the restart and our customers have been extremely patient as the whole industry has dealt with sick leave and labor shortages in the past few months.”

John Flett

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.

Trip Report: Hawaiian Airlines from Sydney to Honolulu

A Hawaiian Airlines Airbus A330-200 aircraft. (Photo: AirlineGeeks | William Derrickson)

To critique an airline is — in this day and age — synonymous with groaning and bleating about every negative experience of a given flight, and it is true: travel by air has apparently digressed into a mud pit of lost baggage, screaming babies and a general lack of social etiquette which once made flying so romantic. Yet, none of these or any other headaches characterized this writer’s recent series of international flights on Hawaiian Airlines — Hawaii’s flagship carrier.

This month, AirlineGeeks took advantage of the opportunity to review the US airline described by Forbes magazine as “top in reliability for the second year running.” The flights, paid for by this writer himself, offered a chance to verify the truthfulness of that statement, as well as an inside look at the commitment of its staff. The experience made clear that, despite the chaos of the post-pandemic airline industry, an airline can still operate with the golden values that first defined air travel so many years ago.

Check-In

For the Australian tourist wanting to venture to the warmer waters of Waikiki, a true definition of this writer is Hawaiian Airlines, which offers direct flights from Sydney, Australia to Honolulu. While certainly not the only option, Qantas simply no longer qualifies as a satisfactory option for the traveler who wants to arrive — along with his baggage — at his destination on time.

Sydney’s check-in experience with Hawaiian was far smoother than anticipated. Despite a continuation of delays that have plagued Sydney, Australia’s Airport since earlier this year, the Saturday evening line-up and check-in was straightforward with the biggest bother from those who attempted to push in line and voice frustration over the required contact-tracing paperwork that was to be filled out prior to baggage check-in. Of interest is an apparent absence of online check-in for Sydney departures with Hawaiian Airlines. While it can only be speculated as to why this fact did not result in any real delays throughout the process.

All in all, 30 minutes was all it took to be funneled through the line, drop off the baggage, and head off through security to the gates and, what most look forward to, duty-free shopping. For the avid shopper, many of the retailers were closed due to renovations and revamps. Think Victor Navorski, think The Terminal – this is Sydney Airport. This presented a challenge: what does one do for the two hours prior to boarding? There are several food-court-style restaurants open on a Saturday night, but that hardly makes for an entertaining wait.

Sydney Airport exhibits a scenario familiar to all post-pandemic airports; a thin line of excellent staff hold the fort, but the emphasis is clearly on the ‘thin’. 

Fortunately, this intrepid traveler — who doesn’t truly identify as ‘intrepid’— spent his exhaustive hours in the quiet ambiance of the airport’s Plaza Premium Lounge.  The House — as it is named— has a truly premium feel, affording guests reasonable views of the apron and a limited but tasty selection of food. The plates are small, and the drinks served match in size. However, in some ways, it’s rather thoughtful; you simply don’t want to spend 10 hours of flying time on 400 return trips to the toilet.

It was mostly a pleasant experience, free from the aforementioned screaming children, and it was nicely crowned with a view of the Airbus I was shortly to board after I took advantage of the toilets in The House. Garnished with L’Occitane soaps and folded hand towels, the restroom bid me farewell with possibly one of the most luxurious toilet breaks experienced by this writer for some time.

The Boarding Experience

Upon arrival at the gate, it was soon apparent that the flight was going to be late. This matter isn’t necessarily all that simple; one delay caused by short-staffed airports earlier this day could have led to a thousand delayed flights in an endless domino effect and is thus not truly reflective of Hawaiian Airlines’ reliability. Remember, too, that this is Sydney Airport.

Upon boarding ‘Iwakelii’ — one of Hawaiian’s Airbus A330-200s — in Sydney, the warm ‘aloha’ of Hawaii is instant and most welcome, especially given that to the surprise of many, Australian winters can be quite cold. This fact now explains why, for those unaware, the land of deserts and beaches also has the largest snow fields in the southern hemisphere. With warm, Hawaiian hospitality and Hawaiian shirts to match, the passenger feels their holiday has begun before he has left the ground.

The cool blue hue of the main cabin seats is inviting, and their comfort matches their clean appearance, with plenty of leg room for the nine-hour flight ahead. On seating, the senses are engaged further by more than just the lighting; a soft soundtrack of Hawaiian music (think ukulele) appeases the passenger, and videos of the musical performances are displayed on the screens in front of each seat. It’s a further slide into a state of relaxation that gives one a taste of what to expect before they’ve even left the gate.  In fact, if one listens carefully, you could almost swear a calming sea breeze tingles the skin.

Impeccably presented are also the crew, and the quality of their service follows suit. While service and presentation are always of great importance, it is in the management of passengers that the flight attendant distinguishes their patience and abilities. Much responsibility rests on their shoulders, starting with the role of master baggage handlers.

A wonder that remains for the wisest to understand: the fiasco of carry-on luggage. Although Hawaiian provides signage specifying the dimensions of what is acceptable carry-on (ie. not a piano), I stood in awe that passengers would still attempt to bring such baggage on the aircraft. While this writer, and many a passenger, surely fume at the hold-ups that oversized and overweight carry-on luggage cause, Hawaiian’s humble flight attendants showed no such frustration.

With smiling faces, they accelerated the boarding process by lifting up those ‘pianos’ and storing them safely in the overhead lockers. More importantly, they managed to keep those lockers shut when some attempted to access their bags during taxi. The friendly disposition and demeanor of the attendants do more than settle the issues; they keep the entire aircraft in order.

In-Flight Experience

Despite a late departure, the cabin’s atmosphere remained calm and relaxed. By the time the aircraft settled at cruising altitude, most passengers found themselves immersed in an extensive library of in-flight entertainment, including a broad range of “avgeek” favorites that ventured into such classics as Apollo 13. The supplied earphones provided a reasonably adequate quality of sound, but at times a small movement of the cord resulted in some crackling. The biggest issue, at least for this Airline Geek, was the failure to launch the in-flight mapping system, but this was soon forgotten when I found First Man was in the film library.

Seated in the ‘main cabin’, a less brutal name for the economy, I realized that I had been seated in equally the best and worst seats — next to the restroom. Ideal for the traveler who drinks far too much coffee like myself, it happens to be the most popular location for all other passengers. This could have been disruptive for more reasons than just crowding around this shrine; that mystical room has been known to produce odors that are less than appetizing. For Hawaiian, however, this was clearly not an acceptable option.

During all hours of the night flight, flight attendants continued to clean all aspects of the aircraft cabin – including the restrooms. While those mystical rooms shone brightly and with fragrant air, not a single passenger was left with any waste in their seating area. This hygienic – and hospitable – airline clearly isn’t relaxed in customer service.

To be in the business of people, they’ve got to feel their best interests are safe in your hands. Nothing should be more important than that. Hawaiian has accomplished this business.

A paraphrase from the legendary Montgomery, it has real application with any customer-focused business. The flight attendants on board were engaging and genuinely friendly, and this reflects the customer-first business model Hawaiian has created. Easy to laugh with, it was a matter of humor for one attendant when I explained my usual airline of choice is Emirates. When discussing that this reviewer would be, well, reviewing the flight, he joked that this would be like a budget airline. But Hawaiian isn’t, nor does it feel like one.

For the most part, sleep was on the agenda. With a sleeping mask decorated to look like aviators, sleeping is a real possibility on Hawaiian’s international flights. The seats recline to a comfortable angle, and the leg room provided in the standard economy is well and truly enough for comfort.

Arrival in Honolulu

It was only on the descent that the cabin windows were opened, and the contrast from a dark Sydney night to a dreamy blue Pacific ocean was most welcome. Of all destinations this writer has flown to, the descent into Hawaii is certainly one of the most picturesque. The dramatic mountains of green, white-capped ocean waves and a view of historical locations (primarily Pearl Harbor) make the arrival in Honolulu an exciting and memorable experience.

Despite a strong crosswind, the landing was smooth, and thus the taxi to the gates began. And then it stopped; the taxi to the gate was paused until that gate was available. The words “brief wait” caused an immediate stir among those seated around me, but to quote Chuck Yeager – and every other pilot known to mankind – any landing is a good landing.

The fact that all would soon walk calmly off this flight meant that the flight had been very good indeed. And soon enough the chaos of those who remove seatbelts before landing reared its ugly head, but again, Hawaiian’s flight crew demonstrated why their customer service is world-class. Their soft skills are something to be witnessed.

In Summary

To say that Hawaiian Airlines is reliable is, you guessed it, quite a reliable statement. Reliability is clearly a core value of this airline. Despite delays in Sydney, the flight still arrived on time. Baggage turns up where it should – at your destination. Passengers are truly cared for, and the staff proved they can be relied upon (a mid-flight medical emergency highlighted that).

While certainly not the only option for travel between Australia and Hawaii, it is the most unique. It truly isn’t a Hawaiian holiday with the flagship airline of Hawaii. From the livery to the very name of each aircraft, Hawaiian Airlines manages to encapsulate all there is to love about its home and package it into one fine airline.

Additionally, as the reader shall yet find out in the next article in this saga, the culture of safety and employee satisfaction runs deeper than the casual passenger may realize.

Mike Mangano

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.

How Aeroflot Is Surviving After Russia’s Invasion of Ukraine — Part 1: Widebodies

Aeroflot's_Tails_(8134439426)
Aeroflot aircraft tails. (Photo: aeroprints.com [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0) or CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0)], via Wikimedia Commons)

Six months have passed since Russia invaded Ukraine. Despite overwhelming support for Ukraine from the rest of the world, there is still no end in sight to the conflict between the two countries.

Nearly every global industry has seen changes to their operations, supply chains or both, but civil aviation saw some of the most direct impacts of the invasion. And largely forgotten amidst all those changes is Russian flag carrier Aeroflot, a 99-year-old airline operating a fleet of over 150 aircraft to nearly as many destinations.

Second Quarter Operating Results

Aeroflot announced its second quarter operating results on July 26. The airline had stopped posting financial results since the first three months 2022. However, since this is the first full quarter that the airline operated entirely under the influence of the invasion, it still provided fascinating insights into the country’s travel industry.

The Moscow-based airline saw the biggest drop in international traffic in April, down 78.2% from April 2021. This dip contributed to a 57.8% drop for the entire second quarter. Domestic was nowhere near as dreadful, with passenger numbers dropping only 16.7% from 2021 levels. Overall passenger numbers dropped 22.4% from the 2021 level for the carrier.

The airline saw a steady recovery despite the falling ruble and regional conflict. However, part of the strong demand may result from the pent-up demand after coming out of the pandemic.

Aeroflot Widebody Operation

Due to worldwide sanctions, the majority of the Aeroflot fleet is still limited to domestic operations. The airspace restrictions also significantly limited the carrier’s destinations. Aeroflot’s widebody fleet includes 12 Airbus A330s, seven Airbus A350 XWBs, and 22 Boeing 777s. As reported previously, the airline owns eight of the A330s and leases most of the other planes in its fleet.

Airbus A330-300

Aeroflot airplane on tarmac
An Aeroflot A330 at Moscow’s Sheremetyevo International Airport. (Photo: AirlineGeeks | Fangzhong Guo)

The Russian carrier’s Airbus A330 fleet is still the workhorse of its international operation. One aircraft remains parked while the rest of the fleet operates international routes nearly exclusively.

Since June, the airline has added back three destinations in China, including Chengdu, Beijing, and Shanghai. Since the Chinese authority mandated only clean-title airplanes can operate in its airspace, A330s serve all these routes.

All routes are once weekly due to the Covid-19 restrictions in the country. The strict Covid regulation also necessitated a technical stop at Krasnoyarsk, Russia, for the return flights from Shanghai and Guangzhou, China.

On the other side of the world, Turkey was one of the first countries to receive Aeroflot flights following the invasion. It has since added a third widebody destination, Bodrum, Turkey. The A330 is an upgrade to the route previously operated by Airbus A320 family airplanes.

South Asia also saw some changes to the airline’s operation. Aeroflot suspended the Colombo, Sri Lanka, route after the detention debacle in June. In the meantime, it extended its Male, Maldives, and Delhi schedule through the winter while adding Phuket, Thailand, starting end of October. All of which are popular winter destinations for the northern country.

Airbus A350-900

The Moscow-based airline’s Airbus A350 fleet only averages 1.7 years old. One aircraft remains grounded while the rest of the fleet operates all but one flight domestically. The outlier was a flight from Moscow to Bishkek, Kyrgyzstan, on Aug 20, 2022.

A330 and Airbus A320 family airplanes commonly serve the Moscow to Bishkek Route. It’s also the only international route operated by the two GECAS-owned A330s. The former Soviet state government may continue to allow dual-registered airplanes into its airspace. Therefore, it remains to be seen if A350 will operate this route again.

Despite the re-registration, the ADS-B data for the A350 fleet is still tied to each aircraft’s original registration number.

Boeing 777-300ER

An Aeroflot 777-300ER at JFK (Photo: AirlineGeeks | Shaquille Khan)

The state-owned carrier’s Boeing 777 family airplanes are among the most sanctioned in its fleet. Therefore, besides the two parked 777s, the vast majority of this fleet is on domestic duty. The US Commerce Department even created a blacklist that prevents anyone from servicing US-made planes under Russian control.

However, there are three exceptions to this rule. RA-73146, RA-73158, and RA-73141 have been operating flights in and out of the country. RA-73141 operated a single flight to Istanbul and could be a simple data glitch.

The other two planes have been flying from Moscow to Male and Delhi. Both airplanes, while seemingly owned by Aeroflot, are on the blocklist. It’s unclear if this U.S. Department of Commerce has sought any disciplinary actions. In the meantime, the schedule shows that 777 will continue to serve these two routes until the end of October, possibly longer. Another oddity is that Aeroflot took delivery of both planes on the same day — March 29, 2019.

A Dim Future

The widebody fleet stuck in Russia has been running short and heavy domestic routes such as Moscow to Sochi. The national airline also has limited options to expand internationally. Both factors lead to more takeoffs and low utilization, which accelerate the aging of these airframes. That is not likely to change any time soon.

Fangzhong Guo

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.

Emirates To Upgrade Interiors of 120 Aircraft As Airline Expands Fleet

An Emirates 777-200LR on the ramp in Dubai (Photo: AirlineGeeks | Hisham Qadri)

Emirates recently announced that it is undertaking its largest fleet retrofit project ever, involving 67 Airbus A380s and 53 Boeing 777s. This project is part of a multibillion-dollar investment that Emirates is making as a part of the “Fly Better” campaign that began in November 2018.

The retrofit will officially begin in November and will be managed entirely by a specially hired team of 190 Emirates engineers who will carry out a full retrofit of four aircraft each month, continuously for more than two years. The retrofit project will be completed in April 2025, and nearly 3,000 new premium economy seats (which will be added for the first time in the 120 aircraft involved) 728 refurbished first class suites and over 5,000 business class seats upgraded to a new style and design will be installed.

Premium economy on some Emirates A380s arrived in December 2020. Since then, the last Airbus A380s to be delivered by Airbus to Emirates have been flying without selling these seats, but offering them free of charge to travelers. As of June 2022, ticket sales began. Premium economy differs from economy in giving a few more inches for the legs and a larger and more reclining seat than in economy class, despite still not having access to the bar on board the A380, which is reserved for business and first class.

A Planned Expansion

Emirates’ fleet currently consists of over 250 aircraft, 118 Airbus A380s (the world’s largest operator of this type of aircraft) and 134 Boeing 777s (including 10 Long Range and 124 Extended Range, again Emirates is the world’s largest operator of this type of aircraft). Emirates’ goal, however, is not only to modernize its fleet, but also to expand it to nearly 450 aircraft, having already ordered 50 Airbus A350-900s, 115 Boeing 777Xs, and 30 Boeing 787-9s, currently awaiting delivery. Emirates also has its own Emirates Executive fleet, which offers a private jet option to its customers, consisting of a single Airbus ACJ319, and its own Cargo fleet, but these will not be involved in this retrofit project.

The first tests to implement the retrofits began in July on an A380, where engineers disassembled the cabin piece by piece, recording each step, timing and mapping each action and then repeating it with the other aircraft in the fleet. According to Emirates, a complete retrofit of an aircraft takes 16 days and 1,000 hours of work each day for the team involved. In addition, new workshops have been specially built at Emirates Engineering to repaint, reupholster and upholster Business and Economy Class seats with new covers and cushions. The First Class suites, on the other hand, will be disassembled and sent to a specialized company to replace the leather, armrests and other materials.

The total cost of the investment for Emirates is about $2 billion, and Emirates has announced that it will take about 900 days for the project to be completed if there are no slowdowns.

Vincenzo Claudio Piscopo

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.

Etihad Airways Boosts Flight Operations to U.S.

Etihad Airways' new A350-1000 aircraft.
Etihad Airways' new A350-1000 aircraft. (Photo: Etihad Airways)

Etihad Airways plans to add 4 additional weekly flights between Abu Dhabi, the United Arab Emirates and New York’s John F. Kennedy International Airport, starting in November. These additional flights will be flown on the Boeing 787-9 Dreamliner.

In response to the increased demand seen on this route, the carrier will be adding these flights. Amid the recent rise in air travel, Etihad has significantly profited from this transoceanic service.

The additional flights bring the total number of weekly services operated by the airline between New York and Abu Dhabi from 7 to 11. In addition, the flights will permit more passengers to take advantage of Etihad’s massive international network.

Those traveling from New York to Abu Dhabi will be able to reach any of the airline’s 70 international destinations, most of which are destinations across the Middle East, South Asia, and Southeast Asia. For those traveling to New York, JetBlue — the airline’s codeshare partner — can offer service to over 46 destinations across the Americas.

At the moment, Etihad operates flights once a day to New York aboard its flagship Airbus A350. However, it will introduce the Boeing 787-9 Dreamliner to operate four times a week along this route. Etihad will fly this flight on Tuesdays, Thursdays, Saturdays and Sundays.

“Etihad is enhancing its schedule this winter to give even more options for our guests across key business and leisure destinations in our global network,” Vice President of Network Planning & Alliances, Alex Featherstone, stated. “Our New York service continues to perform strongly, and having already experienced record passenger demand this summer, Ethiad is excited to be investing further in this market by building on frequency levels ahead of the peak winter travel period.”

The airline also flies to Chicago’s O’Hare Airport and Washington D.C.’s Dulles Airport. The additional flights will bring the total number of weekly Etihad flights between Abu Dhabi and the US to 25. Additionally, Etihad will be offering 50 percent more premium seats this winter season to the U.S. than it did during the 2021 winter season.

Etihad faces competition from Qatar Airways and Emirates, which each offer flights twice a day to JFK Airport. Passengers traveling to the U.S. will use the airline’s unique pre-clearance procedures.

The airline offers a United States Customs and Border Protection facility where passengers will be screened before boarding the flight. This is the only US Customs facility in the Middle East.

By going through customs in Abu Dhabi, passengers can bypass the lines and long waits that are seen upon arrival in the U.S. Etihad hopes that the additional flights and premium services will meet the high travel demand and retain passengers for future flights.

Victor Shalton

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.

EAS Adventure Trip Report: Waimea, Hawaii

My aircraft at Waimea-Kohala (Photo: AirlineGeeks | Joey Gerardi)

If you have read my articles in the past, then you know I love out-of-the-way airports, airlines and aircraft. I would do almost anything to explore a new city or fly on a unique, rare aircraft type. So in this new series, which I will call “EAS Adventures”, I will start the trip at a larger airline hub, fly out to an Essential Air Service community and return to the same airport I started at, usually on the same aircraft that brought me there. What is the point of this you ask, if you have some time to kill at a hub during a long layover or if your flight gets delayed excessively, try venturing out to an EAS airport and seeing somewhere new during the downtime.

Overview

For this EAS Adventure, I will be starting at Hawaii’s second busiest airport, Kahului International on the island of Maui, and flying to the EAS community of Waimea located on the Big Island of Hawaii. Waimea is the smallest and lesser known of the three airports on the Big Island of Hawaii, the other two airports are Hilo, H.I. and Kona, H.I. I will be flying this adventure on Mokulele Airlines, which is now operated by Southern Airways Express, on an 8-seat Cessna 208B Grand Caravan.

I started my day in Honolulu in the early morning flying a Unique Connection Series trip report through the EAS community of Kalaupapa on the island of Moloka’i, the trip report of which can be found here. My flights out to Waimea, H.I. and back were the fourth and fifth flights of the day, out of a total of seven I had planned on this day. In addition to this being the most flights I’ve ever started and completed in a single day, it is also the most EAS Airports I have been to in a single day. Both records which, I do have plans on breaking in the near future.

Day of the Flight

As mentioned previously, these flights to Waimea were in the middle of a day of flying so I was already in mid-air when check-in time opened. I was coming into Kahului from Hoolehua, H.I.’s Airport located on the island of Moloka’i and my connection was 35-minutes. Under normal circumstances, you really shouldn’t plan on arriving later than 30-minutes prior to your flight and luckily mine landed earlier so I did have more time than that.

At Kahului, H.I.’s International Airport, Mokulele Airlines operates from the commuter terminal similar to Honolulu, which doesn’t have TSA or any security checkpoint, so the connection was a breeze. It is a really nice open-air terminal with seating just in front of the counters that double as a gate area.

The Mokulele Airlines counter at Kahului Intl. (Photo: AirlineGeeks | Joey Gerardi)

As like with any other airline that operates smaller aircraft, they asked about my body weight so they could seat me properly and safely in the correct row. Not long after I arrived, they called my flight over the P.A. system and we went to the gate, which here is simply the side of the building near the fence gate.

Much to my excitement, the aircraft for the flight to Waimea would be N2150, a special livery aircraft that used to do tours of the Big Island with Big Island Air, however, those tours stopped at the start of the Covid-19 pandemic and the plane was taken possession by Mokulele. The side of the aircraft describes Hawaiian Folklore and the two sides aren’t identical and feature their own artwork.

The ride side of N2150 (Photo: AirlineGeeks | Joey Gerardi)

Because this aircraft was an aircraft, specifically for tours, prior to Covid, it actually features an extra ninth-passenger seat in the back where the carry-on bag storage usually is. That ninth seat doesn’t need to get used on this flight as there were only four passengers headed to Waimea total, but someone did get assigned that row as the plane was a little nose heavy. On the airline’s very popular routes, that ninth seat does get used very often. I was assigned the fourth row for weight and balance, but we could choose the side, I chose the right side as that is the best going to Waimea for the best views overall.

The cabin of my flight to Waimea (Photo: AirlineGeeks | Joey Gerardi)

Now came the fun part of the journey, the views on the flight to Waimea. Due to Waimea being on a different Island and we had to go over the open ocean with a single-engine aircraft, meaning there was no cruising altitude. Instead, we spent roughly half the flight gaining altitude and the later part of the flight descending.

Taking off from Kahului Intl. (Photo: AirlineGeeks | Joey Gerardi)

The flight was very scenic with spectacular views of the Hawaiian landscape. Small plane, so obviously no service, and there was a magazine but who needed to read it when you got views like these to experience.

The north side of Maui (Photo: AirlineGeeks | Joey Gerardi)

I spent the entirety of the flight with my face, and camera, pressed against the windows of the aircraft.

The Hana Forest Reserve (Photo: AirlineGeeks | Joey Gerardi)

The max altitude we reached during the flight was roughly 9,500 feet. As we came closer to the Big Island, the Mauna Kea volcano came into view. This would be the tallest mountain on Earth if measured from the sea floor at roughly 33,500 feet, but the dry elevation of the volcano is only 13,803 feet. It does have snow on the peak of the mountain, despite being in Hawaii, but the elevation does help with the snow accumulation.

Mauna Kea Volcano sitting at 13,803-feet above sea level (Photo: AirlineGeeks | Joey Gerardi)

This next part is usually frowned upon especially on small planes, I moved seats while in flight. The pilot turned around and told me I would get better shots if I were on the left side once we got over the Big Island, so with the blessing and suggestion of the pilot in command I moved across the aisle to the seat on the left side of the plane in the same row.

My new seat on the left side of the plane (Photo: AirlineGeeks | Joey Gerardi)

Not long after moving, we passed by the Kohala Forest Reserve and the flight got really turbulent. This turbulence was due to the fact the airport is in a valley, between the forest reserve and the Mauna Kea Volcano.

The Kohala Forest Reserve (Photo: AirlineGeeks | Joey Gerardi)

The runway then came into sight, which sits in the middle of an empty grassy area next to the community of Waimea.

On approach to Waimea (Photo: AirlineGeeks | Joey Gerardi)

We touched down on the runway at the Waimea-Kohala Airport, the total flight time for this leg was just 35-minutes. The runway in Waimea is unusually long for the Cessna 208’s that it regularly receives at 5,197-feet, this is longer than the 5,097-foot runway in Key West, Fla. that sees Boeing 737s on a regular basis. The reasoning behind this longer runway in Waimea is that, according to airport employees, the airport did receive regularly scheduled DC-9~30 and Dash-7 flights up until the mid-1990s.

That previous amount of service is also what accounts for the unusually larger terminal building for an airport that now only receives two, eight-seat Cessna 208’s a day. There are also actual airport employees at this airport, rather than at the other EAS Airport in Kalaupapa the pilot was assigned that job due to the low number of passengers. This was the 38th EAS airport I have visited, and my second in the state of Hawaii.

Part of the terminal at the Waimea-Kohala Airport (Photo: AirlineGeeks | Joey Gerardi)

Unfortunately it wasn’t long before it was time to head back out to the same aircraft that brought me here, which looked fantastic with the Hawaiian backdrop and the mostly clear skies.

My aircraft at Waimea-Kohala (Photo: AirlineGeeks | Joey Gerardi)

I and the three other passengers got on the aircraft. The engine started, and we taxied out to the runway for our flight back to Kahului — with me sitting in the fourth row on the right side. Despite the amount I walked around the airport, we were only on the ground in Waimea for about 28-minutes.

Just after departure, we made a 180-degree turn, and I got a great view of the airport we had just taken off from, and we went almost directly over it giving us a near bird’s eye view of the runway.

Flying almost directly over Waimea-Kohala Airport (Photo: AirlineGeeks | Joey Gerardi)

Another great aspect of the larger windows is that you can look behind you at where you have been, in this case another fantastic view of Mauna Kea, and this time we were able to see the observatories on the top of the volcano.

Mauna Kea Observatories as we fly away from them (Photo: AirlineGeeks | Joey Gerardi)

The pilot did offer me to move to the other side again halfway through the trip but I turned it down, as I opted to look instead at the empty water. Sometimes passengers are able to see whales if they look hard enough which is what I was hoping to find, but on this flight, I didn’t end up seeing any.

Looking out over the Pacific Ocean (Photo: AirlineGeeks | Joey Gerardi)

Despite seeing only water for this leg of the trip, it was calming looking at an empty blue ocean for the roughly 30-minute flight back to Kahului. Before I knew it the aircraft began descending from our max altitude of 8,400 feet into Kahului on Maui.

We did fly downwind of the runway before landing, meaning we flew in the opposite direction of our landing direction, parallel to the runway. This gave those on the right a great overview of the airport below us before landing.

The Kahului Intl. Airport (Photo: AirlineGeeks | Joey Gerardi)

We then landed on Kahului Intl. runway 2 after the 35-minute flight back from Waimea on the Big Island. From the time we left Kahului, until the time we got back it was 1 hour and 38-minutes.

It was a fun little adventure, and despite the fact I didn’t leave the airport grounds in Waimea I still got to see some amazing sights along the way. EAS flights, and especially those in smaller unpressurized aircraft like these, offer some amazing sightseeing opportunities along the way to your destination. So next time you have extra time at the airport or if your flight gets delayed by a couple of hours at a hub, look for an EAS adventure, you may just like what you see.

A video account of my trip to Waimea-Kohala can be found below

 

Joey Gerardi

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.

Hainan Airlines Resumes Flights to Manchester, U.K.

A Hainan Airlines A330 in Manchester (Photo: James Field)

The U.K ‘s Manchester Airport has expanded its route map to mainland China again, after a two-year hiatus. The Chinese government has approved an agreement with the U.K. government to renew flights between Manchester, U.K. and China. As a result, Hainan Airlines will resume its Beijing to Manchester, U.K., operating a weekly service between the two cities.

According to the airline, the Manchester-bound flight will depart Beijing at 5:50 Monday morning, arriving in Manchester at 10 a.m. The return leg will depart Manchester at 3 p.m. on Monday, arriving in China at 8:20 a.m. The schedule is expected to change in October.

Hainan’s Beijing to Manchester, U.K. flight comes after the resumption of Air China’s flight from Beijing to London’s Heathrow Airport, China Eastern Airlines’ flight from Shanghai to London and China Southern Airlines’ flight from Guangzhou to London.

Manchester Airport welcomes the return of Hainan Airlines at the peak season of student travel.

“It is extremely positive to see critical routes like this return to our departure boards and we look forward to working closely with Hainan Airlines to build on the previous success of this route.” Chris Woodroofe, Managing Director of Manchester Airport, said.

Hainan Airlines will useAirbus A330s with two classes for the resumed route. The route was launched in 2016.

Before the pandemic, it recorded 100,000 passengers traveling annually. The flight has been suspended due to concerns about the variant of Covid-19. Earlier, the U.K. government announced flight resumptions between the two countries.

“This will end the ban on direct passenger services imposed by Chinese authorities during the Covid-19 pandemic. Transit for travelers will continue to be permitted in third countries.” U.K Department for Transport said on social media. The agreement could be reached under the auspices of the Civil Aviation Administration of China (CAAC).

In the early stage of resumption, only Chinese carriers can provide flight operations between two countries.

“Work is ongoing to resume routes for British airlines.” The UK government added.

The announcement hasn’t provided any time frame for the British carriers. Before the pandemic, British Airways provided flight operations to China, such as Beijing and Shanghai.

Seven-day Quarantine

However, the pandemic is far from over. As a result of the strict travel restrictions in China, the flight will fly to Dalian instead of Beijing.

“At the beginning of the resumption of the flight, it will travel via Dalian first. After completing the seven days quarantine, passengers will be able to fly to other destinations within China according to preferences.” Tao Zhu, the CEO of Hainan Airlines said.

Manchester is Hainan’s fifth European destination from Beijing in the post-pandemic era. The airline currently operates flights from Beijing to Belgrade, Serbia; Moscow, Berlin and Brussels.

 

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