An Avelo Boeing 737 aircraft. (Photo: Shutterstock | photojohn830)
Avelo will look at expanding to new markets – and could reenter the West Coast – after taking delivery of its new Embraer E195-E2 aircraft in 2027, according to a report from Aviation Week.
Speaking at the recent Routes Takeoff North America conference in Tallahassee, Florida, Avelo’s director of network planning, Mike Corcoran, said the airline’s near-term plan is to consolidate operations and promote awareness of the brand. Once the E2 starts arriving, however, that strategy will shift toward network growth.
“We absolutely plan to expand nationally once again,” Corcoran said. “The E2 is really going to enable us to serve the West Coast in a more efficient way.”
“For a long time, we had dual operations on the West and East coasts,” he continued. “It’s really challenging to run an airline of our size in those two disparate geographies without any connectivity in the middle. The E2 is going to enable us to go back there, probably in a smarter, more effective way.”
Corcoran’s comments were first reported on by Aviation Week.
The airline has identified around 20 airports where E2 aircraft could be based, Corcoran said, but he did not name them at the conference.
Rendering of Avelo’s E195-E2 (Photo: Avelo Airlines)
In the meantime, Avelo will build up its presence at airports it already serves, he added.
The carrier has ordered 50 E2s with options for 50 more. Deliveries are expected to begin in the first half of 2027. Avelo will be the first U.S. carrier to operate the type. It plans to keep the 737 for higher-capacity markets.
Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
New Pacific, beOnd Partner on Luxury Airline
The carriers hope to bring beOnd’s all-business class model to the U.S.
Anchorage-based New Pacific Airlines and beOnd, an all-business class carrier from the Maldives, are partnering to launch a new luxury airline in the U.S.
The joint venture, known as beOnd America, will make use of New Pacific’s fleet, infrastructure, and FAA certification to bring beOnd’s luxury product to the U.S. market, the partners said. Initially, eight New Pacific aircraft will operate under beOnd’s branding.
No routes or schedules have been announced.
New Pacific’s first Boeing 757-200 at an unveiling event in Southern California (Photo: AirlineGeeks | Katie Zera)
“New Pacific was founded to connect people and places that matter,” Tom Hsieh, CEO of New Pacific, said in a statement. “This partnership allows us to elevate that mission by delivering something truly distinctive for American travelers — a boutique, luxury airline experience that blends comfort, design, and service excellence in a way not seen in U.S. skies.”
New Pacific formerly offered scheduled passenger service but now operates only charter flights.
BeOnd is headquartered in Dubai and operates from Velana International Airport in the Maldives. It was formed in 2022 with the goal of connecting the island chain to more cities in Europe, Asia, and eventually Australia. The carrier currently offers service to Riyadh, Dubai, Munich, Zurich, and Milan.
BeOnd advertises its flights as an alternative to private jet travel, with fully reclining flat-bed seating, gourmet meals, and boutique crew-to-passenger ratios. These amenities will become the main draw for beOnd American once the venture is up and running, the airline said.
Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
Starting Wednesday, passengers can ask pilots for one of four trading cards, each featuring one of Hawaiian’s four aircraft – the Boeing 787 Dreamliner, 717, Airbus A321neo, and A330. The cards are printed on rainbow foil board for a “Hawaiian-inspired shine” and come with facts about the aircraft and space for a pilot’s signature.
The cards are meant to foster connection between Hawaiian’s employees and passengers and inspire interest in flying careers, the airline said.
Also available are 66 digital trading cards, one for each individual aircraft in Hawaiian’s fleet. Customers can collect them by scanning an NFC tag on the name plate of their aircraft upon boarding, which adds the card to a digital binder.
A customer scans a Hawaiian Airlines aircraft’s name plate to collect a digital trading card. (Photo: Hawaiian Airlines/Alaska Airlines)
The cards contain information about the aircraft and the origin of its name. Hawaiian’s 717s are named after native birds, its 787s and A330s after stars or constellations used by Polynesian voyagers for celestial navigation, and its A321neos after native plants and forests.
“Not only are we introducing something completely new by becoming the first airline to offer a digital card program, but our employees also get an exciting new opportunity to engage with guests, inspire future aviators, and share our islands’ rich culture in a meaningful and memorable way,” said Alisa Onishi, head of marketing for Hawaiian, in a news release.
Hawaiian is also offering “Keiki Wings,” or “Children’s Wings,” with Hawaiian’s logo and the words “Future Crew” on them. Children and their parents can request the small badge from flight attendants.
Hawaiian Airlines’ “Keiki Wings” for children. (Photo: Hawaiian Airlines/Alaska Airlines)
Hawaiian is no longer its own airline but a brand of Alaska Airlines, which secured a single operating certificate late last month. Alaska leaders have said they will maintain the separate brand and recently appointed Honolulu-based executives to support its operations and marketing.
Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
Avelo Adds Three New Routes, Brings Back Three Others
Between Feb. 11 and 13, 2026, the airline will launch nonstop service connecting Lakeland, Florida, with Detroit and Atlanta; Charlotte, North Carolina, with Chicago O’Hare and Nashville, Tennessee; and Wilmington, Delaware, with Atlanta. On March 12, service between Wilmington and Chicago O’Hare will come online.
Lakeland-Detroit, Charlotte-Chicago, and Wilmington-Chicago are new routes, Avelo said, while Lakeland-Atlanta, Charlotte-Nashville, and Wilmington-Atlanta are being brought back.
The carrier will operate all six connections with Boeing 737 aircraft.
“These new routes offer travelers even more choices, making it easier and more affordable than ever for our customers to get where they want to go,” Avelo founder and CEO Andrew Levy said in a statement.
The airline also said it will add a second aircraft to its Lakeland base in February.
Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
A Bermudair E175 (Photo: Shutterstock | Markus Mainka)
BermudAir has apparently dropped service to a U.S. destination it started serving only seven months ago.
The Hartford Business Journal reported Tuesday that the airline has exited Bradley International Airport in Connecticut. The outlet cited a statement from the Connecticut Airport Authority, which voiced its disappointment with the carrier’s decision.
BermudAir did not immediately respond to a request for comment from AirlineGeeks.
As of Wednesday morning, Hartford, Connecticut, has disappeared from the “Destinations” page on the airline’s website.
A BermudAir E190 aircraft (Photo: BermudAir)
BermudAir launched nonstop service to Connecticut in April as part of a network expansion that also included Raleigh, North Carolina, and Charleston, South Carolina. Flights between Hartford and L.F. Wade International Airport in Bermuda operated twice per week.
BermudAir currently serves 11 destinations in the U.S. and Canada, including Boston, Baltimore, Montreal, Toronto, White Plains, New York, and Orlando, Florida. It also connects Boston, Baltimore, and Newark, New Jersey, with Anguilla in the Caribbean.
Bradley is on track to lose three airlines in a matter of months. Ultra-low-cost carrier Spirit ceased operations at the airport on Oct. 31, and Avelo plans to withdraw from Hartford in January 2026.
Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
JetBlue Restores Route After 15-Year Hiatus
Latest addition strengthens the carrier’s reach in New York.
A JetBlue A320 in Boston. (Photo: AirlineGeeks | William Derrickson)
JetBlue is adding another link from Upstate New York to Florida, with new service set to begin early next year.
Starting on March 26, the New York-based carrier will link Rochester and Orlando, Florida, with year-round service. The route will operate five times per week — on Mondays, Thursdays, Fridays, Saturdays, and Sundays — using Airbus A320 aircraft.
Flight 1042 is scheduled to depart Orlando at 11:50 a.m. and arrive in Rochester at 2:37 p.m. local time, while the return, Flight 1043, will leave Rochester at 3:35 p.m. and arrive in Orlando at 6:25 p.m.
“Orlando is one of the most popular destinations for Upstate New Yorkers, and this new route gives customers an easy way to get to the sunshine, theme parks, and all the attractions Central Florida has to offer,” said Dave Jehn, JetBlue’s vice president of network planning and airline partnerships, in a news release.
JetBlue said the new route expands its presence across the Empire State, where the carrier has operated from Rochester since 2000. With this addition, the airline says it will serve eight New York airports with flights to Orlando — more than any other U.S. carrier.
Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector. His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider. During his time in the industry, he's worked in roles pertaining to airport/airline operations while holding a B.S. in Air Transportation Management from Arizona State University along with an MBA. Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives. Ryan works for AirlineGeeks' owner FLYING Media, spearheading coverage in the commercial aviation space.
A Sunrise Airways Embraer E120. (Photo: Shutterstock | Victor De Leon)
Haiti’s Sunrise Airways is preparing to launch service to at least two new destinations in the U.S.
The carrier wrote on social media that it will soon offer nonstop flights between Cap-Haïtien and New York and Fort Lauderdale, Florida. Currently, the airline’s only destination in the U.S. is Miami.
Sunrise told its followers to “stay tuned” for more information about the flights, including start dates.
Sunrise has its main hub at Toussaint Louverture International Airport in Port-au-Prince. It flies within Haiti and to Caribbean destinations such as Turks and Caicos, Sint Maarten, and Guadeloupe. A second hub at V. C. Bird International Airport in St. John’s, Antigua, supports additional routes to eastern Caribbean islands like Saint Kitts and Saint Lucia.
The carrier has also teased new routes to Santo Domingo and Barbados.
The U.S. State Department currently advises citizens not to travel to Haiti due to extreme instability in the country. Its Level 4 advisory cites kidnapping, crime, terrorist activity, civil unrest, and limited healthcare.
Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
The 1,500-Hour Rule Explained
How a post-Colgan Air regulation reshaped pilot training, hiring, and the airline workforce.
A Republic Airways E175 aircraft. (Photo: Shutterstock | Austin Deppe)
The “1,500-hour rule” is one of the most consequential regulations in modern U.S. pilot training. Enacted after the 2009 Colgan Air Flight 3407 crash, it set a new experience threshold for first officers at U.S. airlines. The rule has since defined how pilots enter the industry, influencing everything from training costs to regional airline hiring.
Origins of the Rule
Before 2013, aspiring airline pilots could qualify for a commercial airline job with as few as 250 flight hours under Federal Aviation Regulation Part 61. That changed after the Colgan Air accident near Buffalo, New York, which killed 50 people and prompted a congressional mandate for stricter qualification standards.
In response, the FAA’s Airline Safety and FAA Extension Act of 2010 required all airline pilots — both captains and first officers — to hold an Airline Transport Pilot (ATP) certificate, which typically demands 1,500 hours of total flight time, an ATP written exam, and advanced training in aerodynamics, weather, and crew resource management.
The FAA finalized the regulation in 2013. From that point forward, no pilot could serve as a first officer on a Part 121 scheduled airline flight without meeting the ATP requirements or an FAA-approved equivalent known as the Restricted ATP (R-ATP).
What the Rule Requires
The ATP certificate is the highest level of pilot certification in the United States. To qualify under standard rules, a pilot must be at least 23 years old, hold a commercial pilot certificate and instrument rating, and log at least 1,500 hours of total flight time.
However, the FAA allows reduced-hour pathways for certain accredited training programs under the R-ATP framework:
These reductions were intended to balance enhanced training rigor with practical access to airline careers. Approved institutions include major universities such as Embry-Riddle Aeronautical University, University of North Dakota, and Purdue University, all of which operate FAA-certified Part 141 training programs.
Impact on Regional Airlines
Regional carriers — such as Envoy Air, SkyWest Airlines, and Republic Airways — were most affected by the change. Historically, these airlines hired commercial pilots with 250–500 hours and provided additional training in-house. After 2013, the higher hour requirement significantly reduced the available pilot pipeline, forcing carriers to expand flow-through agreements and tuition partnerships with flight schools.
A SkyWest CRJ-900 aircraft (Photo: Shutterstock | Robin Guess)
Industry groups, including the Regional Airline Association (RAA), argue that the rule contributed to ongoing pilot shortages by increasing both the time and cost required to qualify for airline jobs. RAA estimates the average cost to reach ATP qualification now exceeds $80,000 to $100,000, depending on training route and aircraft rental rates.
Ongoing Debate
Supporters of the rule — including the families of Colgan Air victims and pilot unions like ALPA — say it has improved professionalism and safety by ensuring more experienced first officers enter airline cockpits.
Opponents contend that flight hours alone don’t guarantee quality training. Several regional carriers and aviation organizations have argued for competency-based alternatives that emphasize structured simulator instruction rather than total hours logged. Models from the European Union Aviation Safety Agency (EASA), such as the Multi-Crew Pilot License (MPL), focus on proficiency-based assessments and could, advocates say, produce equally qualified pilots with fewer hours.
In 2022, Republic requested that the FAA allow its Leadership In Flight Training (LIFT) Academy graduates to qualify for airline jobs at 750 hours, similar to the military pathway. The FAA denied the petition, stating that “Republic has not presented sufficient evidence or data to support a finding that its program produces pilot training equivalent to military experience.”
Broader Effects on Pilot Supply
The 1,500-hour rule reshaped the pilot labor market. Many aspiring aviators now build time as flight instructors, banner towers, or aerial survey pilots before reaching ATP eligibility. That process can take several years, depending on aircraft access and financial resources.
As retirements accelerate, airlines have expanded outreach and training initiatives to maintain pilot pipelines. Major carriers — including United’s Aviate Academy, Delta Propel, and Alaska’s Ascend Pilot Academy — offer scholarships, tuition reimbursement, and conditional job offers for early-stage trainees.
A United Aviate Academy aircraft (Photo: AirlineGeeks | Ryan Ewing)
According to Oliver Wyman’s 2024–2034 Global Fleet & MRO Forecast, North America could face a shortage of more than 13,000 airline pilots by 2032, driven by retirements and limited throughput in the 1,500-hour training pipeline.
Bottom Line
The 1,500-hour rule remains one of the most debated safety policies in aviation. Supporters see it as a proven safeguard that strengthened pilot professionalism and training consistency. Critics view it as an economic and logistical barrier that restricts access to aviation careers.
More than a decade after its implementation, the rule continues to shape how airlines recruit, how universities train, and how pilots advance. Its influence stretches far beyond the cockpit — defining the structure of the U.S. pilot pipeline for a generation.
Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector. His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider. During his time in the industry, he's worked in roles pertaining to airport/airline operations while holding a B.S. in Air Transportation Management from Arizona State University along with an MBA. Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives. Ryan works for AirlineGeeks' owner FLYING Media, spearheading coverage in the commercial aviation space.
American aircraft parked in Pittsburgh. (Photo: AirlineGeeks | William Derrickson)
U.S. Transportation Secretary Sean Duffy on Tuesday warned that some airlines may be forced to stop flying if the federal government shutdown continues.
“If this doesn’t open, you might have airlines that say, ‘We’re going to ground our planes. We’re not going to fly anymore,’” Duffy said during a press conference in Chicago. “That’s how serious this is.”
“And I think you’re gonna have airlines that make serious calculations about whether they continue to fly,” Duffy continued, noting conversations he’s had with different carriers.
Transportation Secretary Sean Duffy (Photo: Department of Transportation)
Duffy told reporters that disruptions could escalate over the weekend if Congress does not act, saying, “You’re going to see this Friday, Saturday, and Sunday — big disruption thus far, massively more disruption as we come into the weekend if the government doesn’t open.”
The secretary said the FAA had already reduced flight operations by 6% nationwide on Tuesday due to staffing shortages and safety concerns. “This information … came from the safety office,” he said. “We’ve seen incursions on runways, we’ve seen loss of separation in the airspace, and we’ve seen heightened complaints by pilots of the communication they’re having with their air traffic controllers.”
FAA Acting Air Traffic Organization head Frank McIntosh added that this past weekend saw “three of the highest staffing trigger numbers out of the four that we’ve had on record during the shutdown,” forcing the agency to “slow the entire country down” through nationwide airspace flow programs.
“This is not sustainable for our air traffic controllers, for our technicians, and for the American public,” he said.
Duffy echoed those concerns, calling the holiday season “the Super Bowl of air traffic controlling” and saying the FAA needs “controllers back in our facilities, controlling the airspace.”
He said flight reductions would remain until data show improvement: “When that data changes, we’re going to start taking down from six — go to four, two — and get back to normal air travel.”
Duffy also confirmed that air traffic controllers and technicians working without pay will receive 70% of back pay within 24 to 48 hours after the government reopens, with the rest to follow about a week later.
The Senate on Monday voted 60–40 to advance a bipartisan stopgap funding bill that would reopen the federal government, marking the first significant step toward ending the longest shutdown in U.S. history.
The House of Representatives is expected to take up the legislation later this week, after which it will go to President Trump for his signature to formally end the shutdown.
Ryan founded AirlineGeeks.com back in February 2013 and has amassed considerable experience in the aviation sector. His work has been featured in several publications and news outlets, including CNN, WJLA, CNET, and Business Insider. During his time in the industry, he's worked in roles pertaining to airport/airline operations while holding a B.S. in Air Transportation Management from Arizona State University along with an MBA. Ryan has experience in several facets of the industry from behind the yoke of a Cessna 172 to interviewing airline industry executives. Ryan works for AirlineGeeks' owner FLYING Media, spearheading coverage in the commercial aviation space.
United has asked a federal judge in California to throw out a lawsuit filed by passengers who claim they paid extra for window seats on flights and ended up sitting next to a windowless cabin wall.
According to Reuters, the carrier argued that it never contractually guaranteed that “window” seats would have a window view.
“The word ‘window’ identifies the position of the seat — i.e., next to the wall of the main body of the aircraft,” United reportedly wrote. “The use of the word ‘window’ in reference to a particular seat cannot reasonably be interpreted as a promise that the seat will have an exterior window view.”
Attorneys filed the class action lawsuit against United in August on behalf of clients who said they paid higher fares with the understanding they would get a seat with a window and felt cheated by their actual, windowless seat.
The two named plaintiffs claim they got windowless window seats on United flights departing from airports in California. One was refunded money for her purchase, while the other was refunded in miles, which their lawyers maintain was not enough.
A Delta Boeing 757-200 (Photo: AirlineGeeks | William Derrickson)
A similar lawsuit centered on windowless window seats has been filed against Delta in federal court in New York.
In both cases, the plaintiffs are seeking “all appropriate monetary relief,” including punitive damages against the airlines.
The lawsuits noted that both carriers fly aircraft with one or more seats that would ordinarily have a window but do not due to the positioning of air conditioning ducts, electrical conduits, or other systems. This feature is present on Boeing 737s and Airbus A321s operated by both airlines, as well as 757s operated by Delta.
Both complaints also pointed out that American Airlines, Alaska Airlines, and Ireland’s Ryanair alert customers when a wall-adjacent seat does not have a window view.
Zach Vasile is a writer and editor covering news in all aspects of commercial aviation. He has reported for and contributed to the Manchester Journal Inquirer, the Hartford Business Journal, the Charlotte Observer, and the Washington Examiner, with his area of focus being the intersection of business and government policy.
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