The announcement was made by GCC Secretary-General Jasem Mohamed Al Budaiwi on December 3, 2025, following the 46th GCC Summit, which took place in Bahrain. 

This new unified aviation agency will be headquartered in the United Arab Emirates and will oversee the setup of a Unified Upper Airspace management framework, as well as the rollout of the numerous Advanced Air Mobility projects currently under way in the region. 

With this move, the GCC region will have an aviation regulatory framework similar to that in place in Europe, in which the European Union Aviation Safety Agency (EASA) acts as a common regulatory body for the European Union member states plus Norway, Iceland, Liechtenstein and Switzerland. 

The decision is expected to fuel the further growth of commercial aviation in the region by streamlining operational and regulatory processes. As of December 2025, the GCC region hosts 23 international airports, including some of the world’s largest hubs, plus 17 airlines.  

What’s more, virtually all GCC member countries have embraced aviation as an essential vector to continue expanding their economies and have devised ambitious plans to funnel an increasing number of air travelers through their respective countries. 

The unification of airspaces is one of several measures that GCC countries have adopted in order to streamline cross-border travel within the region.  

In this regard, the GCC countries have also expressed their willingness to expand the ‘one-stop’ system of border checks to all member states in the near future. Under this scheme, which is already being tested between the UAE and Bahrain, citizens of the six member states will only have to complete border checks once when traveling within the GCC area. 

Court documents show the company listed between $1 million and $10 million in assets and up to $50 million in debts at the time of its bankruptcy filing on October 9, 2025. The filing follows months of lawsuits from customers and vendors and comes a month after the death of Verijet founder and CEO Richard Kane, who suffered a heart attack while cycling on September 13, 2025, at age 60. 

Founded in 2020, Verijet bet heavily on the Cirrus SF50 Vision Jet, the single-engine personal jet typically favored by private owners rather than charter fleets. Kane’s vision was to create a “green air taxi” network linking small cities and regional airports, using the SF50’s lower fuel burn and noise footprint to deliver a cleaner, quieter alternative to conventional light-jet operations. 

The company claimed that the Vision Jet’s fuel consumption — around 60 gallons per hour versus 100-plus gallons per hour for most twinjets — cut carbon emissions by about 40%, and said it would use sustainable aviation fuel (SAF) wherever possible while offsetting remaining emissions to reach net-carbon-zero operations. 

Verijet operated on a jet card model, selling prepaid flight hours in blocks starting at $25,000. Rates averaged about $3,000 per flight hour, with one-hour minimum per leg. The company marketed its pricing as competitive with turboprop charter options while offering faster point-to-point travel. However, unlike traditional fractional ownership or guaranteed-availability programs, Verijet’s terms stated that flights were “subject to aircraft and crew availability.” That clause became central to later disputes when customers found themselves unable to book flights or reclaim unused balances. 

From its base in South Florida, Verijet expanded to Texas, California, South Carolina, the Northeast, and the Caribbean, at one point ranking as the 13th-largest charter operator in the United States by flight hours. By 2023, it appeared to be a breakout success story in the emerging light-jet charter niche. 

That same year, Verijet signed a letter of intent to merge with a SPAC led by former Boeing CEO Dennis Muilenburg, which would have taken the company public and given Muilenburg a board seat. But the plan unraveled when Muilenburg’s New Vista Capital liquidated the SPAC before closing the deal. 

Soon after, lawsuits mounted from customers who had purchased jet cards — prepaid flight packages that promised convenience but not guaranteed availability. Many cardholders claimed they were left with large unused balances after Verijet canceled flights and stopped operations. Vendors, lessors, and fuel suppliers also joined the creditor list as the company’s cash flow dried up. 

By mid-2025, Verijet’s once-active fleet of around 20 Cirrus Vision Jets had shrunk to just a few aircraft. Flight-tracking data shows little activity in recent months, and the company appears not to have flown any flights since Kane’s passing. While Verijet’s website remains online, it has not been updated to reflect the bankruptcy filing or the current status of operations. 

Verijet’s downfall underscores the difficulty of scaling air-taxi operations around very small jets. The Vision Jet’s low acquisition and operating costs made it appealing on paper, but limited payload and range meant the economics depended on consistently high utilization — something no operator has yet achieved. 

Verijet’s bankruptcy highlights the continuing challenges of building large-scale charter operations around very small jets. The company’s fleet of Cirrus SF50s was less expensive to operate than traditional light jets, but limited range and payload restricted its earning potential. 

Other companies have tried similar short-haul charter concepts in the past with mixed results. The Eclipse 500 “very light jet” programs of the mid-2000s, for example, also struggled to sustain utilization and profitability. 

At the same time, the industry continues to pursue more efficient aircraft and lower emissions. Major manufacturers are certifying new models for 100 percent sustainable aviation fuel (SAF) use, and smaller operators are exploring hybrid-electric propulsion. 

The new simulator, built by CAE, replicates the Vision Jet’s cockpit environment and avionics suite to train pilots on procedures, maneuvers and emergency operations. Cirrus says the simulator will support training for up to 45 pilots per month, primarily for recurrent training, when it opens to customers in March 2026. 

“Cirrus is making Vision Jet flight training more accessible to customers on the West Coast,” said Zean Nielsen, Chief Executive Officer of Cirrus. “We are expanding flight training in Scottsdale, enhancing our capacity and convenience for our customers. The Cirrus Scottsdale investment is integral for our owner community seeking Vision Jet recurrent training.” 

Until now, all Vision Jet type-rating and recurrent training has taken place at the Cirrus Vision Center in Knoxville, where Cirrus and CAE jointly operate full-motion Level D simulators. The growing number of Vision Jets in service — now more than 500 — has increased demand for both initial and recurrent simulator slots, prompting Cirrus to expand capacity. 

Located near Scottsdale Airport (SDL), the new simulator building will operate as part of Cirrus Scottsdale, which already provides SR Series piston aircraft training and Vision Jet services through the Cirrus One program. The company said it plans to hire additional flight instructors, simulator technicians and support staff as part of the expansion. Pilots training in Scottsdale will also have access to concierge services that coordinate transportation and accommodations during their stay. 

The Vision Jet, introduced in 2016, is the world’s first single-engine personal jet and features the Cirrus Airframe Parachute System (CAPS) as standard equipment. The model has become popular among owner-pilots transitioning from high-performance piston aircraft into jet operations. 

Expanding flight training nationwide 

The simulator expansion comes as Cirrus broadens its overall training and education programs. On September 30, 2025, the company delivered a fleet of SR Series G7+ aircraft equipped with Safe Return Emergency Autoland to Texas Southern University (TSU) — the first university in the world to operate aircraft with the Garmin-designed safety system. 

In an emergency, Safe Return allows any passenger to press a button that activates an autonomous landing sequence. The system automatically communicates with air traffic control, navigates terrain and weather, and lands the aircraft safely. 

“Congratulations to Texas Southern University and the Department of Aviation Science and Technology on their new fleet of SR Series G7+ aircraft,” said Nielsen. “Texas Southern University is the first university with advanced aircraft featuring robust safety systems to invite more people to learn how to fly, better train students, and provide added peace of mind.” 

TSU recently opened a new flight academy at Ellington Airport in Houston, featuring a 22,000-square-foot hangar and classroom complex. The expansion supports one of the most diverse collegiate aviation programs in the United States. 

Cirrus has also launched a new Instrument Rating Program, announced in early October 2025, to give pilots a streamlined path to earning their IFR credentials in Cirrus aircraft. The program blends simulator-based scenarios with in-aircraft instruction and leverages the company’s growing network of training centers, including Duluth, Dallas, Orlando, Knoxville, and Scottsdale. 

Together, the new Vision Jet simulator, SR G7+ university fleet, and Instrument Rating Program highlight Cirrus’s long-term strategy to strengthen flight training capacity across the country and integrate advanced safety technology into every level of pilot education. 

The government shutdown happened after lawmakers and US President Donald Trump could not agree on the federal budget. The negotiations broke down largely over Democrats’ demands for healthcare funding, leaving US Congress at an impasse. 

This marks the first shutdown in almost seven years and will disrupt operations across various US federal departments and agencies, impacting hundreds of thousands of government workers, including those in the aviation sector. 

FAA shutdown: what will keep running? 

In a consolidated lapse plan released by the US DOT on September 30, 2025, the institution said that furloughs will mainly impact FAA employees responsible for tasks which are non-essential to immediate safety.  

Meanwhile, FAA workers who “perform activities necessarily implied by law” or “protect life and property” will not be affected.  

This includes 13,294 air traffic controllers who will continue providing air traffic services without pay, along with staff responsible for hiring, field training, and the maintenance of critical navigational facilities that support both civilian and military operations. 

Additionally, the agency will continue on-call accident investigations, oversee commercial space launches, and manage foreign relations concerning aviation safety-related matters. Essential support services, such as the aircraft and airman registry and emergency communications, will also continue during the shutdown. 

The furloughs are likely to lead to delays in aviation rulemaking, routine personnel background checks, and random drug testing for non-safety staff. Work on capital planning and facility upgrades not funded through the Infrastructure Investment and Jobs Act (IIJA) will also be halted, along with investment planning, financial analysis, dispute resolution, and audit functions. 

The agency stated that it would take about four hours to shut down most of its non-exempt activities. The FAA expects that the orderly shutdown process for contracting officers will be completed within one day, while other activities may take two to three days to finalize. 

Shutdown risks disrupting air travel 

The government shutdown has already raised serious alarms from the industry groups, airlines, and unions. 

In a statement released prior to the shutdown, the industry trade organization Airlines for America, which represents the largest passenger and cargo carriers in the US, including United Airlines, Delta Air Lines, American Airlines, and Southwest Airlines, indicated that the whole industry will “feel the strain”. 

“This shutdown threat is coming at a critical moment – on the heels of Congress approving $12.5 billion to modernize the FAA’s antiquated air traffic control system; amid the DOT “supercharging” hiring to get air traffic control facilities fully staffed; and the TSA reporting record numbers of travelers through checkpoints,” the organization said. 

The Air Line Pilots Association (ALPA) issued statement in which it said that the shutdown “threatens the stability of the safest aviation system in the world” that transports 2.9 million passengers and 59,000 tons of cargo daily. 

“Every safe departure and arrival in aviation relies on close collaboration across the industry,” ALPA said. “Our pilots depend on our partners at the FAA, especially hardworking and dedicated air traffic controllers, to help safely shepherd us through the skies.” 

The shutdown could result in a loss of $1 billion each week to the US travel economy, the US Travel Association has warned. 

The last federal government shutdown, also the longest in history, occurred during Donald Trump’s first presidency in 2018 and lasted 35 days. 

The acquisition marks the entry of Avincis, the core business of which is in the provision of emergency services and aerial firefighting services to governments, into the offshore wind energy market. 

Based at Esbjerg Airport (EBJ) in Jutland, Denmark, KN Helicopters operates a fleet of three Airbus H135s and one Airbus H145 in support of wind farm operators such as Siemens and Swedish energy giant Vattenfall. 

In a press release announcing the deal, Avincis highlighted that the acquisition is a bet on the continued growth of the wind energy sector, which is forecasted to continue growing at a compound average annual rate of 28% until 2029 and 15% up to 2034 worldwide. 

Avincis’ new Danish subsidiary will continue to operate autonomously and under its own brand, with the current CEO, Niels Peter Kjeldahl remaining in his post. 

The financial terms of the deal have not been disclosed. 

Headquartered in Lisbon, but boasting a diversified geographically footprint covering Portugal, Spain, Italy, the Nordics, Latin America and Africa, Avincis operates approximately (the numbers may vary throughout the year) 205 aircraft, of which 165 are helicopters and another 40 are fixed-wing aircraft. 

At first glance, countries without a national airline might seem to play only a minor role in contributing to this figure. However, the broader aviation ecosystem, including pilot training, aircraft maintenance, ground handling, fueling, baggage operations, and engineering, is just as significant when it comes to driving industry growth. 

So, how can a country become a leading aviation hub without operating its own airline? 

To explore this, AeroTime looked at Lithuania, a Baltic country succeeding in an industry dominated by nations with major carriers.

Growth without a national airline

The aviation sector contributes 2.8% to Lithuania’s GDP annually, and in 2024, the global annual turnover of major Lithuanian aviation companies reached €3.2 billion, according to data from LAVIA, the largest organization uniting Lithuanian aviation companies.

These results cannot be attributed to individual firms alone. In the absence of a national airline to act as a flagship for the industry, Lithuania’s aviation growth highlights the importance of collective organization. Industry associations, such as LAVIA, help coordinate strategy, represent the sector’s interests to government and regulators, and encourage collaboration across various service providers.

In an exclusive interview with AeroTime, Aleksandras Nemunaitis, the Chairman and CEO of LAVIA, shared that institutions usually prefer to work with associations instead of individual companies to avoid accusations of favoritism. 

“When you approach decision-makers, often politicians or regulators, you appear more credible if you represent an entire sector rather than just a single company,” Nemunaitis explained. 

He noted that these associations, including LAVIA, are officially registered and often have lobbying status.

“That is why organizations like ours exist: to represent, discuss, and present unified positions on issues important to the aviation industry,” said Nemunaitis, adding that all processes must remain open and transparent.

A small country’s roadmap for aviation growth

LAVIA’s capacity to unite the industry has enabled it to be a key player in developing long-term strategies with government officials.

One of the most notable examples of this was its contribution to creating the Lithuanian Aviation Guidelines for 2030. This was a collaborative effort between the aviation industry and government bodies, receiving approval from the country’s Ministry of Transport and Communications in 2022.

Nemunaitis stated that this strategy established objectives for the growth of Lithuania’s aviation sector, focusing on enhancing the country’s connectivity and appeal for aviation operations.

The document sets out a vision for Lithuania’s aviation sector, including at least 150 air destinations accessible from the country, the promotion of climate-friendly and sustainable aviation, a significantly higher ranking in global accessibility, and a target of increasing the sector’s contribution to national GDP to around 5% by 2030.

“This strategy was a very important achievement and a rare case of true cooperation, and today that strategy guides concrete actions and legislation,” he said. “We continue to explain to officials what decisions are needed to improve connectivity, tackle migration-related challenges, such as employing staff at airports, and more.”

Preparing talent for a growing industry

To meet the goals set in the Lithuanian Aviation Guidelines for 2030, a skilled workforce is essential to support the country’s unified efforts in the aviation industry. Lithuanian aviation companies are currently active in over 25 countries. According to Nemunaitis, this shows that aviation involves more than just airlines. 

Nemunaitis points out that the industry is “large and diverse,” offering more than just roles for pilots and flight attendants, with positions available for engineers, mechanics, technicians, IT experts, marketers, and lawyers, among others.

The 2025 Aviation Talent Forecast, published during the Paris Air Show 2025 by global pilot training provider CAE, indicates that the aviation sector will require 1,465,000 new professionals in the next 10 years due to fleet growth, increasing travel demand, and high retirement rates. This includes a need for 300,000 pilots, 416,000 aircraft maintenance technicians, 678,000 cabin crew members, and 71,000 air traffic controllers.

Recent data from LAVIA shows that the industry currently generates approximately 15,000 direct and indirect jobs in the country, contributing nearly €100 million in taxes to the national budget each year.

To meet these growing workforce demands, Nemunaitis said LAVIA’s role includes not only making policy suggestions, but also supporting education to ensure the industry has the skilled professionals it needs.

“The core mission of our association is cooperation between business and education,” he added. “We work closely with universities, colleges, and vocational schools to ensure there are enough specialists for the aviation industry.”

Bridging the gap between drone industry and regulators

Beyond traditional aviation, LAVIA has been instrumental in advancing drone integration. Working with industry stakeholders and policymakers, the organization has helped position Lithuania as a leader in safely incorporating drones into shared airspace.

“Lithuania is actually considered one of the leading EU countries in integrating drones safely into airspace, thanks to cooperation between state and private actors,” Nemunaitis explained. “Drones are a fast-growing field, including civilian and defense applications, and LAVIA’s members are already actively engaged internationally.”

To comply with EU drone regulations, Lithuania’s air navigation service provider, Oro Navigacija, invested €2.5 million in June 2023 through a contract with Austrian company Frequentis to launch the country’s U-space service system.

The platform is designed to safely manage drone operations in shared airspace, enabling pilots to request flight approvals, access real-time traffic and weather data, and monitor other users through mobile applications.

Overcoming regulatory hurdles

But turning strategies into reality is not without obstacles. According to LAVIA, one recurring challenge is bureaucracy and what the association views as excessive caution from government bodies.

For example, Nemunaitis pointed to the requirement for annual background checks for employees who have been working at airports for many years. He suggested this process could be improved by continuous monitoring instead of repeating the same checks each year.

Another challenge, Nemunaitis said, is the timing of political decisions, which can be delayed at the end of a government’s term or when new officials lack experience. This, he argued, “slows down necessary reforms”.

Despite these obstacles, Nemunaitis believes that the aviation industry in Lithuania and the wider Baltic region still has plenty of room for growth.

“The Baltic region, and Lithuania in particular, punches above its weight. Governments must treat domestic investment the same as foreign investment. If businesses are ready to invest, the state should support them regardless of ownership origin,” he said. “If this is achieved, the aviation sector in the Baltics will grow very strongly.”

MOSAIC represents a significant overhaul of Light Sport Aircraft (LSA) regulations in the United States with the aim of facilitating innovation and growth in this segment of the industry, particularly as it also covers new types of aircraft currently under development. 

One of the key novelties of this new framework is that it expands the definition of light sport aircraft to cover aircraft with up to four seats (from the current two), which opens up new design pathways for aircraft manufacturers. 

It also covers a whole set of technology features, which, from now on, will be allowed on aircraft within this category, such as retractable landing gear, constant-speed propellers and, crucially, alternative propulsion systems such as electric powertrains. 

The new norms also allow faster and higher-performing aircraft to be included in the light sports aircraft category. It also increases the maximum stall speed permitted and flexibilizes weight limits that may hinder the addition of safety-enhancing designs. 

Sports pilots will also be allowed to perform a broader range of missions, such as night flying, provided they receive relevant training and endorsements. 

The FAA has explained that these changes are based on the satisfactory safety record shown by the data collected since 2004, when the current regulatory framework, under the “Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft” rules, was approved. 

The approval of MOSAIC is the latest in a number of recent initiatives, such as the repeal of the overland supersonic flight ban and the “Unleashing American drone dominance” Executive Order, which aim to accelerate investment in aerospace innovation in the US.  

Under MOSAIC it is expected that the time and resources needed to gain a new light aircraft type certified will decrease, facilitating the launch of new products in this space and leading to a broader adoption of private and general aviation among the public. 

MOSAIC had already been cleared for publication in the Federal Register on July 18, 2025, but its signature was finally confirmed by US Secretary of Transportation, Sean Duffy, on July 22, 2025.  

Duffy made the announcement during a visit to EAA AirVenture Oshkosh 2025, the largest air show for private and general aviation in the US, which is taking place at the Wisconsin locality of the same name between July 21 and 27, 2025. 

The pilot in question is Ethan Guo, a US national, who is completing a charity challenge that involves flying solo around the world on a Cessna 172, and touching down on all seven continents. The purpose of this quest is to raise US$1 million for cancer research at St Jude Children Research Hospital, in Memphis, Tennesse.  

Guo, who has been broadcasting his flight’s progress on Instagram and TikTok, took the project on after witnessing one of his cousins fight against cancer. 

After arriving in Punta Arenas, southern Chile, Guo reportedly filed a flight plan to fly in the vicinity of the city. However, after taking off from Carlos Ibáñez del Campo International Airport (PUQ) on June 28, 2025, he headed south to Antarctica instead where he was arrested upon performing an unauthorized landing at Teniente Marsh Airfield (TNM), a Chilean Antarctic base.  

Guo faces charges related to the violation of articles 194 and 197 of Chile’s aeronautical code, which consider it an offence to file false flight information that could endanger air security, as well as trespassing into airport facilities without authorization. 

Although he has since been released from arrest, Guo remains stranded at the “Presidente Frei Montalva” Antarctic base, where he is under the care of the Chilean armed forces.  

Changing weather conditions have prevented him from flying back to the Chilean mainland, something he may have to do on a commercial flight. Chilean airline Aerovías DAP operates a regular service between the base and Punta Arenas. 

In any case, even when he manages to return to Punta Arenas, Guo is likely to remain in southern Chile a little while longer, since he has been formally banned from leaving the region while his case is being reviewed by the relevant authorities.  

A preliminary hearing of his case has been scheduled for July 11, 2025. 

Refitting aircraft this large is never an easy task. When you’re trying to do it in a way that doesn’t interfere with a very busy flying schedule, it becomes even trickier. AeroTime sat down with Emirates’ Head of Engineering and MRO, Ahmed Safa, to find out just what goes into such an immense project.

Why is Emirates refurbishing these older aircraft?

Long before the pandemic, Emirates had ordered Boeing’s 777-9 for its fleet, and was expecting initial deliveries to begin arriving in 2020. But COVID derailed supply chains, and Boeing’s in-house issues have further hindered the progress on the 777X program, with deliveries now expected in late 2026. 

“A huge tranche of the 777s were supposed to be handed back in ‘22, ‘23, and ‘24, but knowing that we were going to be drastically impeded on capacity, it was appropriate for us to extend the leases,” Safa explained. 

On the other side of the coin is Airbus and its A350s. “We should have had 21 aircraft by now,” Safa said. “Right now, we only have four.” 

Originally, Emirates intended to refurbish 67 A380s and 53 777s. However, as the depth of the delivery delays became apparent, it extended the program to include an additional 43 A380s and 28 Boeing 777 aircraft in May 2024. During its recent earnings release, the airline indicated another 99 aircraft would also be added to the program.

“The additions to the modification program were primarily driven by the lack of new aircraft,” Safa said. 

With the aircraft staying for longer, attention turned to the state of the cabins. The 777s, in particular, were known for their unusual 2-3-2 layout in business class – not a passenger pleaser when most airlines are pitching direct aisle access in business.

“The industry expects that we continue to lead in the cabin and continue to perhaps deliver what is probably, in my humble opinion, the finest in the sky,” Safa said.

How to overhaul the biggest passenger planes in the world

“When we first pitched the idea and the full scope of the project, there was a look of fear in many eyes in that room,” Safa recalled with a chuckle. “If you were to express the project in a mathematical form, it would look like the most frightening, the most intimidating mathematical formula you’ve ever seen.”

Nobody in aviation has undertaken quite such an extensive refurbishment of the A380. There was no playbook for Emirates to follow; it is very much a pioneer in this activity. 

“To refit the A380, you’re talking about 33,000 man hours, squeezed into the small space of the fuselage,” Safa explained. “It was originally designed to be accomplished in 16 days.”

To hone the process, Emirates grounded one A380 and assigned workers to each section of the aircraft. Over the next two months, engineers practiced their tasks on their individual sections of the aircraft over and over again, perfecting the flow until the project launched.

“The first aircraft took 60 days,” Safa said. “But that wasn’t because we didn’t do it right. It was because of the supply chain and certification issues. It took a long time to get the STC, but once we got that, we could speed up the process. Sure enough, we never did make the 16 days, but we do that work, those 33,000 man hours, in 21 days now.”

As well as the physical challenges of retrofitting these giant aircraft efficiently, there are capacity challenges, too. Few hangars in the world can accommodate the Airbus A380, and with ongoing wing inspections and repairs to take into account, the possibilities for taking more aircraft out of service for retrofits are limited.

“On any given day, I have up to 10 aircraft undergoing wing checks,” Safa explained. “Currently, we are restricted to upgrading during C checks only, which is slowing down the rate of upgrade. But still, we will continue to do what we can do.”

Safa added that by November or December this year, Emirates will have the capacity to ground an additional two aircraft over and above those having their C checks. This will enable the modification program to pick up speed. Still, it’s a delicate balancing act between capacity and speed of retrofits, which has to be carefully managed.

“It’s a very difficult, challenging, complex arrangement, but we have a plan, and we will plow through that plan,” Safa said. “We will make sure that we get through the entire upgrade, at least phase one, hopefully no later than the end of ‘26.”

What’s new on Emirates’ widebody aircraft?

For a passenger traveling on one of Emirates’ refurbished aircraft, the changes will be obvious. Everything is new, with different color palettes, new fabrics, and new seats. Gone is the iconic honey colored wood; in its place, a mix of teak and gray colored wood, something that Safa said has been a “phenomenal success.”

Introduced on the refurbished aircraft is Emirates’ stunning premium economy product, which helped drive the airline to record-high profits by the end of its 2024/25 financial year. In a statement in April, Emirates Chairman and CEO Sheikh Ahmed bin Saeed Al Maktoum said that the retrofit program would “expand our popular Premium Economy inventory to 2 million seats per year by end 2025.”

On the Boeing 777, Emirates is installing the highly anticipated new business class product. Gone is the dated 2-3-2 layout, replaced with an all-direct aisle access 1-2-1 arrangement. The seats are newly designed and are the same product that debuted on the Airbus A350, giving consistency across the fleet.

But not everything is brand new, even though it might look it. Challenges with supply chains meant Emirates was unable to introduce all the brand-new seats it wanted to. First and economy retain the same seat bases, but have had new fabrics and colors added to give the cabins a refresh.

“The expectation was that we could offer something that may not be a complete change, but will offer at least a visual difference and the comfort that people expect,” Safa explained. “But the next phase of the modification program will see the introduction of new seats, including new first class products.”

The refurbishment program is not a short-term task. While the modifications we’re seeing now are phase one, Emirates is already planning for phase six of the program. A priority in phase two will be an upgrade to the IFE system and modernized connectivity options.

“Ultimately, our goal is to deliver as much of a home experience as possible,” says Safa. “That’s no easy feat; to get full stream-like connectivity throughout our network is very challenging, but we’re undaunted by the challenge, and we will do whatever we have to do and spend whatever we have to spend to make sure that we offer the best of the best.”

What happens to the old interiors?

Sustainability is a major priority for any airline, and Emirates has thrown its hat firmly in the green ring with many of its investments. It has a $200 million sustainability fund, and dedicates 7% of its profits to sustainability initiatives.

In November 2023, the airline operated its first 100% SAF flight on an A380, using sustainable fuel in one of its four engines. And it has adopted Green Operating Procedures in a bid to reduce CO2 emissions, which it says is reducing fuel burn by 48,000 tons a year.

The retrofit project is taking a little weight off the aircraft – a crucial measure to meaningful reductions in fuel burn and greenhouse gases. Lighter seat parts, sub-assembly parts, and materials are adding to the sustainability push.

“But the biggest contribution to the green effort and sustainability is not from the refurbishment itself,” Safa explained. “It is actually probably better assessed in how we repurposed and upcycled the removed parts, the surplus parts, and the scrap parts.”

Rather than simply disposing of the materials and items removed from the aircraft. Emirates has embarked on a groundbreaking upcycling project it calls Aircrafted by Emirates. All sorts of materials have been repurposed into luggage and bags, from aluminium headrests, to leather from couches in the A380 onboard lounge, to seatbelts and even fur from the Captain’s seat. 

From 16 retrofitted aircraft, more than 14,000 kg (31,000 lbs) of materials have already been recovered. As the project continues, there is scope to recover up to 270 kg (600 lbs) of leather and 627 kg (1,400 lbs) of seat fabric per retrofitted aircraft.

“My mandate to the guys is that everything you see around you in the cabin that is destined for scrappage must be targeted for an upcycling activity of some sort,” Safa explained.

Starting with the easier stuff – the leathers and fabrics, the carpets and curtains – Emirates created a range of suitcases, backpacks, handbags, cardholders, toiletry bags, belts and even shoes – all designed and handmade by Emirates tailors in a dedicated cabin workshop.

The next stage is to employ the appropriate skill set to look at more solid elements in the cabin like the aluminiums, thermoplastics and composites. Safa hopes to produce even more interesting items, hinting at furniture and maybe even bicycles in the future.

The luggage and accessories are available to buy in the Emirates store, but what we see there is just a fraction of what’s being produced.

“When we first pitched the idea of recycling, we were inundated with interest from companies who really wanted to just take the stuff and then repurpose it and sell it for profit, and that went against the intent of our mission,” Safa said. “What we want to do is contribute to society at large, where these things may be required for a greater purpose.”

To date, the airline has donated hundreds of thousands of products to schools, communities and NGOs in countries including South Africa, Zimbabwe, Ethiopia and Zambia. Emirates wants to reach more people and is targeting recipients in India, Pakistan, and Egypt for its next donations.

“The purpose was not to sell, but to give and contribute and draw the smiles on all these beautiful faces,” Safa said. “There will be a select few items that will be available on sale, but the majority are destined and designed to be donated.”

With its massive retrofit project, Emirates is seeking not only to improve its already incredible product but also to make the world a slightly better place.

However, at present the purpose-built aircraft options available on the market to meet this escalating demand are somewhat limited.  

The workhorse of many firefighting fleets has long been the Canadair CL-215 amphibious aircraft, and its modernized version, the CL-415. A well-proven decades-old design, it continues to serve as the backbone of aerial operations in many countries around the world.  

This iconic aircraft, often painted by its operators in eye-catching yellow and red tones, is a classic summer sight in Mediterranean countries, as it equips the aerial fire-fighting fleets of countries like Spain, France, Italy and Greece. Its current operators include the Spanish and Hellenic Air Forces, France’s civil protection agency (‘Securité Civile’ in French), as well as private contractors such as Avincis. 

Well aware of the fact that the CL-215/CL-415 is an aging platform – the CL-215 first flew in 1967 and its immediate successor, the CL-415, in 1993 – its manufacturer, Canada-based DeHavilland Canada, is now working on a contemporary iteration of this popular model.  

Still under development as of April 2025, the new Canadair CL-515 will share many of the characteristics of its predecessors, but with modern avionics and some enhanced capabilities.  

Speaking with AeroTime, Roberto Marcolini, Managing Director Fixed Wing Italy at Avincis, highlighted the water discharge capacity and maneuverability of the Canadair family of aircraft. Avincis Italy operates the largest fleet in the world of Canadair firefighting aircraft. The company’s 18 C-215/CL-415 aircraft operate for Italy’s civil protection service, and, when required, under the aegis of the EU’s RescEU program.  

RescEU was created in 2019 as part of the EU’s Civil Protection Mechanism, to serve as a pool of resources that can be mobilized whenever member states face overwhelming natural disasters beyond their national response capabilities. In its firefighting aircraft procurement aspect, RescEU aims to establish a permanent and dedicated aerial firefighting capacity which can be shared by the EU member states. 

The program allocated funds for the purchase of amphibious aircraft specifically designed for firefighting operations. 

In fact, the CL-515 was selected in 2024 by the European Commission to modernize the EU’s aerial firefighting fleet. Under this program, a total of 22 CL-515 aircraft are to be purchased, twelve of which directly by the EU, with some individual member states placing additional supplementary orders for a total of ten additional aircraft which will join their national fleets. 

The entrepreneurs aiming to disrupt the aerial firefighting market 

For some considerable time, the Canadair family of aircraft has been the only option in the market when it comes to water-scooping firefighting aircraft, and the C-515 builds upon that success. However, this may be about to change. 

In the coming years, the aerial firefighting landscape is likely to become a good deal more competitive, as several ambitious aerospace startups are racing to develop new generation, clean-sheet aircraft that can address the growing global firefighting requirements. 

“We would welcome competition in this market, particularly if it addresses key points for us, like having advanced avionics and, very importantly, better resistance to water-induced corrosion, one of the main challenges we face”, said Roberto Marcolini of Avincis when asked about the future of aerial firefighting by AeroTime. 

Expanded payload capacity, fly-by-wire systems and extensive use of composites in its manufacturing (a key feature to minimize sea salt corrosion) are all elements that have been taken into account by the current crop of aerial firefighting entrepreneurs. 

These include Roadfour, a Belgian startup which is working on an amphibious aircraft called ‘Seagle’.

There’s also Bordeaux-based Hynaero, which signed a partnership deal with Airbus in March 2025 to develop its Fregate-F100 firefighting aircraft, as well as the industrial ecosystem that would be needed to build it. 

The stakes here are high, because this is a rather niche market where it is likely that the winner takes all. Expert sources consulted by AeroTime estimate that the addressable market for firefighting aircraft is in the range of €16 to 20 billion, with a clean-sheet aircraft requiring around €1 billion to develop and certify. 

This is why Italy-based 19-01, an Italian startup which aims to have a clean-sheet amphibious aircraft in the market by 2030, is emphasizing the multi-role nature of its design. 

Speaking with AeroTime, 19-01 founder and CEO, Renato Sacchetti, explained that, in his opinion, the financial viability of a new amphibious aircraft development program would rely entirely on its capacity to offer a range of missions, such as search and rescue and maritime patrol. 

In a context of growing geopolitical tensions, many governments may also see the development of new amphibious platforms as a matter of strategic independence. 

As such, both Russia and China also have their own domestically developed amphibious aircraft – the Beriev Be-200 and AVIC’s AG600, respectively. The latter is a rather large and new design, having received its type certification from the Civil Aviation Administration of China (CAAC) on April 20, 2025. 

Another approach is to use an existing aircraft as a basis for a new generation firefighting aircraft. 

This is the route taken by Toulouse-based Positive Aviation. This French firm is developing a firefighting water scooper aircraft called FF72, which is derived from the ATR72-600 turboprop.

In conversation with AeroTime, Laurent Schmitt, president at Positive Aviation, explained that this evolution of the popular regional airliner will have capabilities comparable, if not superior, than the CL-415. 

Schmitt highlighted how, by using a proven platform like the ATR72, Positive Aircraft will only require an investment of around €150 million instead of the more than €1 billion that is usually touted in the industry as the minimum capital requirement for a clean-sheet aircraft program. He also expects the acquisition price of the FF72 to be about half that of the CL-515.

Positive Aviation is targeting summer 2026 for the first flight of the FF72 and an entry into service (EIS) date towards the end of 2028.

On March 20, 2025, Positive Aviation and Bridger Aerospace, a current operator of CL415 aircraft based in the US, announced a collaboration agreement. Both firms signed a Memorandum of Understanding (MoU) to cooperate in the further development of the FF72. The US firm will also become the launch customer for the FF72, with a ten aircraft order.

The drone option

At the other end of the size spectrum, drones and unmanned platforms are likely to also play an increasing role in firefighting operations. 

In this segment, some advanced air mobility developers have developed firefighting versions of eVTOL aircraft and unmanned aircraft. Often these appear to be directed more towards fighting urban fires, as is the case of EHang’s EH-216F, but some companies like Barcelona-based Singular Aircraft are also targeting the forest firefighting market. 

The relatively smaller payloads generally place these drones in a different market segment altogether, though. 

For reference, Singular Aircraft’s Flyox firefighting drone can carry up to 1.5 tons of water, which is about half the capacity of a firefighting Air Tractor aircraft and one quarter of the water carrying capacity of a CL-415. The newer CL-515 will be able to drop up to seven tons of water or retardant, while the Seagle and Fregate-F100 are in the vicinity of 12 tons. 

Despite these payload limitations, drones may be able to contribute in other ways, for instance data gathering, collecting real time information by getting close to the fire and helping coordinate other aerial assets which bring heavy water attack capabilities to the fight. 

This interconnected philosophy is also at the core of the firefighting concept being developed by 19-01. Its founder Renato Sacchetti emphasized that large, water-scooping planes must be considered as one element in an integrated ecosystem of different assets interacting coordinately, hence the need for modern avionics and communications systems onboard. 

However, Marcolini of Avincis wouldn’t rule out a more direct role for drones in the longer-term future, as technological change seems to be coming fast at the aerial firefighting scene. 

This delivery marks an important milestone for AURA AERO, since the INTEGRAL R is the first aircraft in its portfolio to reach the market. 

The INTEGRAL R is a two-seater training aircraft with aerobatic capabilities. The first user of this aircraft, Dijon Voltige, is an aerobatic club based in eastern France. 

AURA AERO expects to produce 15 units of the INTEGRAL R in 2025. The aircraft received its European Union Aviation Safety Agency (EASA) certification in December 2024, following a five-year process. 

This commercial launch is expected to soon be followed by that of the INTEGRAL S, yet another conventionally powered training aircraft, which is expected to be market-ready in late 2025. 

AURA AERO is simultaneously working on two additional innovative clean sheet aircraft: the fully electric INTEGRAL E and a 19-seater hybrid-electric regional airliner called ERA. 

AeroTime visited AURA AERO’s facilities at Toulouse-Francazal Airport in the south of France in December 2024, and interviewed its founder and CEO, Jeremy Caussade.  

Watch the video below to find out more about this French startup and its future plans. 

The region is home to a thriving ecosystem where boat builders, equipment manufacturers, naval architects, and sailing technology startups collaborate to push the boundaries of what’s possible on water. These range from sustainable marine propulsion to revolutionary hull designs and foils to the use of advanced materials. 

But what does this have to do with aviation? The world of competitive sailing provided the inspiration for Arthur Léopold-Léger and Cyril Champenois to launch one of Europe’s most promising startups in the field of general and training aviation. 

Elixir Aircraft was founded in a garage in 2015, with the idea of adapting some of the technologies and methods of the advanced sailing boat industry to create a fourth-generation light aircraft that would be lighter, cheaper, safer, and more efficient to fly. 

Léopold-Léger, co-founder and CEO of Elixir Aircraft, hailed from a sailing background, but also obtained an aerospace engineering degree. And it was, in fact, while working as an engineer at several aerospace companies in France that he came to the realization that the light aircraft industry was way more conservative in its approach to technology adoption than the boat builders he knew so well. 

He recognized that there was an opportunity to disrupt the general aviation and flight training market with a clean-sheet aircraft and enrolled his co-founder, Champenois, in the effort. Today Champenois manages the commercial and marketing side of the business. 

The macro figures indeed sound compelling. If we look at the flight training segment of the market alone, there is the unescapable fact that the aviation industry will need to train approximately 600,000 pilots over the course of the next two decades.  

Furthermore, the vast majority of aircraft used for basic training in the world today are legacy models with roots that can be traced back several decades. Even if some of these types have been regularly updated with new, modernized versions, the average age of aircraft in the two to four seat category is still 47 years. In fact, most light aircraft still in service today were produced in the 1960s and 1970s. Around 130,000 aircraft were built in this category during those two decades, with production rates slowing down considerably after that. For comparison, in the 40 years between 1980 and 2020 only 70,000 aircraft in this category were built. 

The market for replacements alone (according to Champenois, approximately 40 Cessna 172 aircraft are retired from service every month globally) should, in principle, keep busy the half dozen incumbents that have most of this market today (Textron, which makes the Cessna and Pipistrel brands, Piper, Diamond Aircraft, Cirrus Aviation, Tecnam and Bristell), while offering a window of opportunity to new entrants like Elixir Aircraft. 

What Elixir Aircraft brings to the table is primarily its OneShot technology, which is adapted from technology used in the sailing industry. This is essentially a method to make the airframe out of one large piece of carbon, rather than assembling multiple parts as in more traditional processes. This results in a simplified, yet strong and lightweight airframe. 

AeroTime traveled to La Rochelle, in Western France, to see in-situ how this innovative technology is being applied. During the field visit we took an exclusive look at the factory from where the first batches of Elixir aircraft are already rolling out and we were even able to experience what it is like to fly on one of them in real conditions.  

From its first commercial delivery in 2022 and February 2025, Elixir Aircraft delivered a total of 28 aircraft to several customers.  

Elixir Aircraft’s factory and offices are adjacent to La Rochelle-Île de Ré Airport (LRH), a small regional airport which serves this historical French city and its region. 

Champenois took AeroTime on a tour of the production facilities, which, as of early 2025, are churning out two aircraft per month.  

The OneShot process, a spillover from the sailing boat industry 

The entire process is engineered to be relatively straightforward thanks, in great part, to the OneShot technology. During the tour, Champenois pointed out that each aircraft is made of only nine parts: the wing, the fuselage, the canopy frame, two flaps, two ailerons, a rudder, and a horizontal tail. 

Every element of the airframe is made with OneShot using two autoclaves of different sizes: the largest for the airframe and wings, and the smaller one to make the control surfaces. 

Engines are sourced from partners. At the moment it is powered by the Austrian-made Rotax 912iS engine, with a 915iS option being introduced soon too. There are also plans to offer a Turbotech TP90 turbine at a later stage. Unlike other aerospace startups, which are experimenting with electric motors and other new propulsion technologies, Elixir Aircraft has opted for conventional propulsion. 

Champenois explained that, while the Elixir Aircraft could incorporate fuel cell technology in the future, the current performance of pure electric systems remains unconvincing. Instead, Elixir prefers to focus on reducing the aircraft’s emissions footprint by optimizing its design and propulsion systems. 

“An aircraft that doesn’t succeed doesn’t decarbonize anything,” stated Champenois, before pointing out that Elixir Aircraft delivers a 67% fuel and emissions savings compared to legacy aircraft of the same category.  

This is something he attributed to the lightweight construction and aerodynamic performance of the aircraft, as well as the advanced injection engines it uses.  

Elixir’s aircraft consume an average of around 12.5 liters of fuel per hour which compares favorably with the 30 to 40 liter per hour range which is typical of most piston-engine aircraft in this category. 

This economy of consumption, of course, has its financial benefits. Here, again, Elixir Aircraft has reasons to boast, with an operational cost of around €50 per hour of flight – about a quarter of that for legacy aircraft.  

Safety is also paramount at Elixir Aircraft. Champenois explained how designing a clean-sheet aircraft also offered an opportunity to embed a number of state-of-the art safety features. For example, by adding avionics that prevent unintentional spinning, which is one of the major causes of accidents in legacy aircraft. It also has double slotted flaps to enhance lift and control when landing, as well as non-exploding fuel tanks. 

And the lighter weight of the airframe has given Elixir’s engineers room to maneuver to add reinforced landing gear without the added weight affecting the aircraft performance too much. 

In case everything else fails Elixir’s aircraft comes equipped with a ballistic parachute, a feature that currently only Cirrus Aircraft, among the other players in the market, has made a default option. And the aircraft also has a black box, which, again, is something that is not standard in aircraft of this size. 

But perhaps the best safety-enhancing feature is not designed with just safety in mind. One thing the Elixir Team learned from the sailing boat industry is that points of failure are often found at the interfaces, the joints that bond together two parts of an aircraft. This is where loads can often lead to things breaking and, in this regard, the OneShot simplified airframe proves its benefits once again. 

These advantages have been noticed in the industry. 

“All major OEMs are moving in the same direction, towards composites,” Champenois, said. “And we think it is good that it becomes the industry norm.” 

What’s next for Elixir Aircraft? 

In February 2024, Elixir Aircraft announced it had raised an additional €13 million from a number of French institutional investors which included Innovacom, Bpifrance and the Nouvelle-Aquitaine Region, where La Rochelle is located. The funding round brought the total raised by Elixir Aircraft from external investors and through public innovation support programs to €40 million. 

Elixir Aircraft has ambitious plans to deploy these funds to scale-up production, build the supply chain and step up hiring. The startup is already preparing to develop a plot of land next to its current facility in order to install a new, much larger, 160,000 sq ft final assembly line (FAL) which will allow it to dramatically increase production to up to 400 aircraft per year. 

In addition to the 28 aircraft already delivered, as of February 2025 Elixir’s order book stood at 50 firm orders, effectively locking two full years of production at the current facility, and letters of intent for another 250 aircraft. 

Days before our visit to La Rochelle, Elixir had announced a rather large order for 35 aircraft, placed by a US flight school. 

Despite rumblings of an impending trade war between Europe and the United States, the latter remains the largest market for light aircraft in the world and one that Elixir Aircraft certainly has its eye on. 

The French firm has already established a bridgehead in North America, with the 2024 announcement of the establishment of a re-assembly and customer service center which will employ200 staff at Sarasota Bradenton Airport (SRQ) in Florida. Champenois confirmed that if things go according to plan, Elixir’s Florida plant could become an additional FAL for the company. 

Champenois was bullish about the prospects for this segment of the industry, referring to the fact that current industry production barely covers the replacement market, let alone the approximate 130,000 light aircraft that will eventually need to be replaced in the coming decades. While Cirrus, the most prolific of the lot, makes about 600 aircraft per year, most manufacturers are in the 200 aircraft per year range. 

Champenois also referred to the need to bring innovation to the flight training space since this will also help sustain the pipeline of career vocations in aviation and ensure the future of the industry in the longer term. 

“The first generation of light aircraft was in the 1920s, the second came in the 1950s, this is the generation of the best–selling and ubiquitous Cessna 172, and the third was in the 1970s,” he said. “And now we are building the fourth generation. It’s the end of a 60-year cycle.”   

With the help of global travel data provider OAG, we check out the top 10 longest narrowbody flights scheduled for summer 2025. All in, 57 routes will see single-aisle aircraft flying more than 3,000 nautical miles. 

Fasten your seatbelt, because some of these flights are knee-achingly long.

The A321LR operates six of the top 10 longest narrowbody flights

Leading the pack for the longest narrowbody flights scheduled this summer season is French all-business class airline La Compagnie. Its longest route covers 3,473 nautical miles (NM), using the capable A321LR, and flies from Newark Liberty (EWR) just outside of New York to Milan Malpensa (MXP).

In fact, La Compagnie will operate both the longest and second-longest narrowbody flights, as its Newark to Nice (NCE) route clocks in at just two nautical miles less, at 3,471 NM. This route, too, uses the A321LR in La Compagnie’s all-business class arrangement. 

Coming in third is Air Transat with its route from Lima (LIM) to Montreal (YUL), which it operates using… you guessed it, the A321LR. Air Transat is set to get the A321XLR, but not until late 2025 into 2026.

In fact, six of the top 10 longest narrowbody flights this summer will see A321LR equipment deployed, showcasing the incredible commercial power of this high-capacity single-aisle globetrotter. But we also see an appearance of Boeing’s rival aircraft, the 737 MAX, the shiny new even longer-range A321XLR, and the original ‘flying pencil,’ the Boeing 757.

Ranked: The top 10 longest narrowbody flights for summer 2025

Glossary and important info

• Block time: The time the airline allocates for the flight to be completed. Please note, this sometimes differs from the actual operational time.
• Summer 2025 (S25): Defined by the International Air Transport Association (IATA) as running from March 30, 2025, to October 25, 2025.
• Scheduled flights: Flights that are listed in available schedule data from OAG. Please note, not all S25 flights will be scheduled yet, schedules do change, and not all flights will be bookable right now.
• Number of flights: This is the number of one-way flights scheduled on that route over the summer season. 
• East to west flights: We picked the flights with the longest block times out of the pair (generally east to west, but not always) to highlight the maximum time you could spend in the air.

Let’s dive into the longest narrowbody flights in the world in 2025, who operates them, and what you need to know about the route.

1: La Compagnie: Newark – Milan

3,473 NM / 3,997 miles / 6,431 km

Officially the king of the world’s longest narrowbody flights, La Compagnie operates this huge trek from just outside Milan to Newark, near New York. Brushing close to 4,000 miles, it’s operated by the Airbus A321LR, of which the airline has two.

Incorporated as ‘DreamJet,’ La Compagnie is a French airline with a rather interesting business model. Its aircraft are outfitted in an all-business class arrangement, where passengers are treated to fully lie-flat seats and 15.7-inch (40 cm) seatback touchscreens.

Although the airline is headquartered at Paris Orly (ORY), its route between Milan and Newark has become a core service. Launched in 2022, the route is operated year-round alongside Paris to Newark, while Nice joins for the summer season only. 

The airline announced plans in 2023 to add more A321LRs to its fleet and begin serving new destinations. However, the next aircraft isn’t due to arrive until September 2026, according to FlightGlobal, so it will be some time before we see any more mega routes from this airline.

2: La Compagnie: Newark – Nice

3,471 NM / 3,994 miles / 6,428 km

La Compagnie’s seasonal Nice to Newark service operates only 92 times this summer, targeting wealthy travelers heading to Cannes, Monaco and Saint-Tropez. At just two nautical miles shorter than the Italian connection, it grabs the glory of being the second-longest narrowbody flight in 2025.

These two flights, while not close to the ultimate range of the A321LR (4,000 NM), would be bumping up against reserve fuel requirements if they were fully loaded. Commercial jets need at least 30 minutes of ‘spare’ fuel in the tank, in case they’re required to hold before landing.

But with La Compagnie, having only 76 seats on board brings a weight-saving advantage, lowering fuel burn and giving it more than enough range for these trips. That’s reflected in the lower-than-usual block time allocated to the services, suggesting the airline has the luxury of flying a little bit faster, thanks to its lighter load.

3: Air Transat: Lima – Montreal

3,404 NM / 3,917 miles / 6,304 km

While La Compagnie might operate the two longest narrowbody flights in the world this year, Air Transat puts in a great show for very long services. Using its A321LR, it flies the third longest route from its home in Montreal nonstop to Lima in Peru. It’s one of 12 routes operated by Air Transat’s single-aisle that are over 3,000 nautical miles!

The route to Lima launched in December 2023 and is operated year-round. As a leisure-focused airline, the route performs well with tourist traffic to South America and connects Peruvians in Canada with their families back home.

It should be noted that Air Transat announced a return to Germany after a decade, touting a service to Berlin for summer 2026. At over 3,500 nautical miles, it will easily be the longest narrowbody flight in the world next year, should no other airline announce something longer.

4: United Airlines: Stockholm to Newark

3,404 NM / 3,917 miles / 6,304 km

Although the Boeing 757 is becoming something of a rarity in our modern skies, it still features heavily on some of the longest narrowbody flights in the world. When we look at all the flights over 3,000 NM in summer 2025, 12 of the services use the Boeing 757. Only two operators fly it on such long-haul routes – United Airlines and Icelandair.

This United Airlines route between Newark and Stockholm is a venerable connection with two decades of heritage. Apart from a predictable pandemic hiatus, United has operated it consistently since 2005, always with the Boeing 757-200. It competes on the route with Delta, which flies from JFK with A Boeing 767. 

Ultimately, the 757 will be relieved of duty, gradually phased out starting this year to be replaced by the incoming Airbus A321XLR. Whether this super long route will see the shiny new aircraft soon remains to be seen, but by the end of the decade, all United’s 757s will be phased out.

5: SAS Scandinavian Airlines: Copenhagen – Toronto

3,383 NM / 3,893 miles / 6,265 km

After some turbulent years, SAS has emerged as a reorganized airline with a new airline alliance. After it joined SkyTeam in September 2024, it launched a flurry of SkyTeam-focused routes. In the US, Atlanta came first and Seattle has been scheduled for May, although it will use its widebody A350 and A330 for that.

Notably, SAS dropped its longest narrowbody flights between Stockholm and Toronto – over 3,400 NM – which freed up some A321LR capacity. That capacity has been added to the Copenhagen – Toronto route, which will operate daily all summer with 414 scheduled flights. 

The route from Copenhagen to Toronto is the same distance as number six on our list, Aer Lingus’ forthcoming Nashville service. But SAS blocks the time for this journey at eight hours 40 minutes, according to OAG data, so it joins United in being one of the three longest narrowbody flights by time this summer.

6: Aer Lingus: Nashville – Dublin

3,383 NM / 3,893 miles / 6,265 km

Nashville is getting a lot of European love in summer 2025. From just one daily flight by British Airways to Heathrow (LHR) at present, April will see two new long-haul narrowbody routes added. 

Originally planned to launch in May, Icelandair has accelerated the launch of its route from Reykjavik (KEF) to Nashville (BNA), and will now begin service on April 10, 2025. But at 2,808 NM, that route’s not nearly long enough to make the top 10.

Probably one of the most exciting route launches coming this summer, Aer Lingus will follow Icelandair with a Nashville service from Dublin (DUB), starting April 12, 2025. At 3,383 NM, it’s the same distance as the SAS service, but it’s quicker at eight hours and five minutes. 

It’s the first time Dublin has had a connection to Music City. Appropriately for the brand new route, Aer Lingus is using a brand new aircraft – its Airbus A321XLR. The trip is more than within the 4,700 NM range of the XLR, which will operate four times a week through the summer.

Starting May 3, 2025, Aer Lingus will launch its second A321XLR route from Dublin to Indianapolis (IND). At 3,220 NM, it’s the 18th longest narrowbody flight this summer, but not as long as its A321LR service to Minneapolis (MSP). 

7: Air Transat: Lima – Toronto

3,344 NM / 3,848 miles / 6,193 km

The second of three Transat routes in the top 10 longest narrowbody flights also connects to Lima in Peru, but this time from Air Transat’s focus city at Toronto Pearson (YYZ). Covering 3,344 nautical miles, it’s the seventh longest narrowbody flight in the summer schedule right now.

Onboard, passengers have a choice of economy or ‘Club Class,’ which is unusual for a low-cost airline. While Club doesn’t have the lie flat seats of a widebody aircraft, it offers a solid premium economy-level product for a bit more comfort on the flight. In economy, legroom is about average, although the aircraft does have individual touchscreens. 

For these longer flights, Transat throws in a meal service with alcohol, free non-alcoholic beverages and a snack before landing. It also has reclining seats and allows a piece of carry-on baggage without charging, all of which is quite unusual for a budget airline, and yet still at very competitive fares.

8: Iberia: Washington – Madrid

3,306 NM / 3,804 miles / 6,122 km

The operator of the world’s first Airbus A321XLR, Iberia, will operate the world’s eighth longest narrowbody flight this summer when it takes its shiny new jet to Washington. Iberia had originally scheduled the Washington to Madrid route to begin in January. However, it pushed this date back and will now commence the service on April 12, 2025. 

Iberia’s A321XLR has 182 seats with both business and economy class. In light of the long routes these aircraft will fly, it features the Airspace cabin by Airbus with customizable LED lighting, larger overhead bins and more width. This translates into 18-inch wide economy seats – just an inch wider than most widebodies, but an inch you’ll certainly notice on this eight hour trek.

The business class features fully flat seats on par with Iberia’s widebody fleet, configured for direct aisle access. But the airline didn’t forget that 90% of its passengers fly at the back, and have equipped the aircraft with Recaro’s top of the line R3 seat, which offers ergonomic comfort, an adjustable headrest and a little recline.

9: Air Transat: Nice – Montreal

3,306 NM / 3,804 miles / 6,122 km

Air Transat pops up again as the operator of the ninth longest narrowbody flight in summer 2025, and the third flight in the top ten list that has a block time of eight hours and 40 minutes. This time, it’s not South America, though. It’s one of Transat’s many European services, operated seasonally during the summer peak.

For some of its European routes, Air Transat breaks out the big guns and uses its widebody Airbus A330s. But where it makes sense, the A321LR still shines, as is such on this 3,300 nautical mile route between Montreal and Nice. 

Although Air Transat operates three of the top 10 longest narrowbody flights, it operates a whole load of other very long flights with its A321LRs. Just outside of the top 10 are Toronto to Paris (CDG), Montreal to Marseilles (MRS), and Toronto to Amsterdam (AMS).

10: GOL Linhas Aereas: Brasilia – Orlando

3,289 NM / 3,784 miles / 6,091 km

Finally, another Boeing enters the list! Brazilian airline GOL has held the accolade of running the longest Boeing 737 MAX route since it began service to Orlando from Brasilia in 2018. It leaves the Brazilian capital at 09:40 and arrives in Florida at just after 16:00, flying for eight hours and 25 minutes.

The Boeing 737 MAX has an impressive range across all variants, but the MAX 8 is the one that can fly the furthest. Its 3,500 nautical mile range is being put to good use by airlines other than GOL. 

Just missing out on the top 10 longest narrowbody flights list is Arajet, with its 3,252 nautical mile 737 MAX service from Ezeiza in Buenos Aires to Punta Cana in the Dominican Republic.

GOL runs some other long flights with the MAX, notably Brasilia to Miami (3,134 NM) and to Cancun (3,187 NM). Icelandair’s 3,000 NM-plus Boeing 737 MAX flights include Keflavik (KEF) to Vancouver (YVR) and Orlando (MCO).

According to those sources, the deal also involves an order for 200 DA40 NG aircraft, 150 of which will be manufactured in India. 

In addition to the establishment of the JV with the Austrian-based, Chinese-owned aircraft maker, Sakhti Group has also signed a Memorandum of Understand (MoU) with Aero Club of India, an organization that acts as the governing body for various aero sports and aviation-related activities in India. 

Aero Club of India will act as a channel for the allocation and distribution of the locally made DA40 NG aircraft among India’s many Flight Training Organizations (FTO). 

The large number of aircraft involved in this order it is likely due the fact that India faces the challenge of training a large number of pilots in the coming years. This is in response to the high rates of growth in the Indian commercial aviation industry, which sees its airlines expecting the delivery of hundreds of airliners within the next few years. 

With these 200 aircraft, Aero Club of India and its affiliated flight training organizations expect to be able to train around 1,000 pilots per year. 

Hisar, in the state of Haryana, is likely to be the location for the new DA40 NG assembly line. This airfield in northern India is being developed into the so-called Integrated Aviation Hub (IAH) by the state of Haryana, with the support of several Indian national aviation organizations. The plan is to turn it into an aerospace industrial cluster with particular and the industrial and educational activities necessary to support the further development of general aviation. 

The first deliveries to Aero Club of India, to arrive from Diamond Aircraft’s existing production facility, could start as early as May 2025. Once the local assembly line is built, it is expected to complete approximately 100 aircraft per year in India. 

The US company has placed a firm order for 38 aircraft with an additional 52 options, to be confirmed in 2026-27.  

The order includes a mix of single-engine P2010 and twin-engine P2006T MKII aircraft, powered by Lycoming IO-360 and Rotax 912S3 engines, respectively.  

The exact quantities of each model have not been disclosed yet, but the part of the order that has already been firmed, will be delivered in the course of the next 12 months, through to Q1 2026. 

Headquartered in Texas, US Aviation Academy has several bases across the US where it trains around 1,500 students at any one time, many of which end up working for the country’s largest airlines as pilots or technicians. To do so, it operates a fleet of approximately 175 aircraft of different types, as of March 2025.   

This deal is the latest in a string of orders Tecnam has received from flight training schools in Q1 2025.  

The Italian company announced sales totalling 21 aircraft combined to pilot schools in the UK, Poland and Cyprus during Pilot Expo 2025, which took place in Berlin, Germany, in February 2025. Prior to that, in January 2025, it also announced the sale of seven aircraft to Mexican flight training school Viva. 

On February 14, 2025, Icelandic low-cost airline PLAY made one of its aircraft available as an inflight wedding venue. 

The groom, Valur, from Iceland, and the bride, Kita, from France, got married onboard a PLAY flight between their respective countries. 

The international couple got married on a PLAY flight between Keflavik International Airport (KEF) and Paris-Charles de Gaulle (CDG) in the presence of some 200 other passengers. The couple tied the knot mid-route, exactly halfway between the two countries. 

PLAY added to the romantic atmosphere by assigning a crew to this particular flight which was made up exclusively of staff members that happen to be also couples. 

Both the flight captain, Sverrir Örn Valdimarsson, and the first officer, Ævar Þór Björnsson, were joined on this flight by their respective partners, Katrín Lára Vilhjálmsdóttir and Fanney Björk Kristinsdóttir, who are cabin crew members. The other two crew on the aircraft, Samúel Friðfinnsson and Rakel Björk Egilsdóttir, also happen to be romantic partners. 

While not a common occurrence, inflight weddings are not entirely unheard of. In the last few years there have been several instances of airlines collaborating with couples that wish to celebrate their wedding ceremony up in the air. 

For example, in February 2021, a couple got married on a Virgin Australia flight and, in 2022, a US couple improvised a wedding onboard a Southwest Airlines flight to Las Vegas after their original travel itinerary was disrupted due to a flight cancellation. 

Also in 2022, Uganda Airlines, went one step further and launched a dedicated service for couples that wish to get married onboard one of the African carrier’s airliners.  

Some couples even charter aircraft with the sole purpose of holding a flying wedding. This was the case of an Indian couple which rented a private Boeing 747 to celebrate a luxurious inflight wedding during a flight between Dubai and Oman. Worth noting about that ceremony is the fact that the father of the bride had also got married onboard an Air India aircraft back in 1994. 

CAL FIRE has the largest fleet of firefighting equipment of any civilian agency in the world. In all, it has 67 fixed-wing and rotary aircraft in its fleet, with plans to grow that number to 80 in the coming years.

Although CAL FIRE is having some help in California right now, it is this fleet of specialized aircraft that work year-round to keep California safe. Strategically positioned around the state, these aerial resources allow CAL FIRE to respond to incidents within 20 minutes.

Many of the aircraft are decades old, requiring loving and meticulous maintenance to keep them operational. Here’s what you need to know about the CAL FIRE aircraft fleet and the roles they play in tackling wildfires.

C-130 Hercules Airtanker

The purchase of C-130 Hercules had been sought by California in 2018, but it wasn’t until 2023 that President Biden signed into law the National Defense Authorization Act (NDAA). This authorized the transfer of the seven aircraft from the US Coastguard to the state.

The fleet is still in the process of being refitted, but the first one entered service in August 2024 and at least two are currently active in California.

Its mission is rapid initial attack delivery of fire retardant on wildfires. For this role, it’s excellent, given its huge retardant payload and rapid flight speed. 

Grumman S-2T 

CAL FIRE operates a sizable fleet of 23 Grumman S-2Ts, which originally served with the US Navy between 1958 and 1975. Back then they were called the S-2E/G, and were carrier-based anti-submarine aircraft.

Acquired by CAL FIRE in 1996, the aircraft were converted by Marsh Aviation into a firefighting configuration. New, more powerful turboprop engines were fitted, making them fast and manoeuvrable, and turning them into the S-2T.

Like the C-130, the S-2Ts are rapid initial attack aircraft, some of the first to take to the air in the event of an outbreak. CAL FIRE says the strategic location of the S-2Ts across the state of California means they can respond to a fire within approximately 20 minutes.

Rockwell OV-10A ‘Bronco’

The Bronco fleet came via the US Navy and Marines, where they served between 1968 and 1993. CAL FIRE acquired 15 OV-10As in 1993 and converted them into air attack platforms. In 2009, it added three OV-10Ds, and today operates a fleet of 16.

The OV-10s operate in a command and control role, usually with an experienced fire officer onboard as an Air Attack Officer. This officer is also responsible for the safe coordination of all the aerial activities around the fire, and directing tankers to drop locations.

As the Large and Very Large Air Tankers are not very manoeuvrable, an accurate approach is essential. In this case, these tactical small planes can be used as ‘lead’ planes, flying ahead of the tankers to direct them to the correct location.

Beechcraft King Air 200

Acquired from the US Army, CAL FIRE uses three Beechcraft King Air 200s as aerial supervisory modules. 

Although it’s known for its capabilities in low-level flight, and used by the Forest Service as a lead aircraft for air tankers, CAL FIRE operates its two as training platforms.

Sikorsky S70i CAL FIRE HAWK

Helicopters play a critical role in CAL FIRE’s operations, and the future of the fleet is the Sikorsky S-70i Firehawk (or as they like to call it, the CAL FIRE HAWK). The S-70s role is multi-mission, both important for transport and for firefighting duties. 

With space to transport up to nine personnel, the S-70s can get in close to the source of the fire and drop ‘helitack’ teams to launch a rapid attack on the ground. Equipped with a powerful external hoist, the S-70 can conduct complex rescue missions, able to reach stranded people where ground crews cannot.

As well as all this, the helicopter is equipped for direct firefighting too. Its large 1,000-gallon payload means it can play a vital role in early control of wildfires. CAL FIRE also uses the Sikorsky for mapping, cargo transport and various other emergency missions.

CAL FIRE has a fleet of 13 S70s, with funding secured for a further three.

Bell UH-1H Super Huey

The Bell UH-1H was acquired by CAL FIRE in 1981, taking them from the US Army where they’d been used as troop and cargo transporter, and for specialized operations. 

The UH-1H helicopters were highly modified from their original configuration, with more powerful engines, uprated transmission and a modified tail boom and rotor. These souped-up Hueys were designated ‘Super Hueys.’

Much like the Sikorsky, the Super Hueys are used to deliver helitack crews rapidly to fire reports, as well as rescuing people from remote locations. Since 2019, the Super Hueys have been slowly phasing out of the fleet, to be replaced with the CAL FIRE HAWKS, although 12 remain in the fleet.

A statement posted on the website of the Governor of California on January 9, 2025, mentioned that at least six air tankers and 31 helicopters are taking part in the operations. 

These include both military and civilian air assets belonging to local fire departments and law enforcement agencies, as well as contractors such as Coulson Aviation, which has deployed three Boeing CH-47 Chinook helitankers capable of carrying 3,000-gallon water tanks, plus a Sikorsky S-76 helicopter. 

Other states have also announced they are sending their air assets to support the Californian firefighters. Arizona, for example, has sent two UH-60 helicopters equipped with water buckets, and Colorado is sending two Pilatus PC-12 aircraft specially equipped for real time fire mapping and coordination tasks.  

The California and Nevada national guards have also each activated two C-130 aircraft equipped adding Modular Airborne Fire Fighting System (MAFFS) units. A MAFFS unit is a portable system for the delivery of fire-retardant liquids which can be fitted inside a military cargo aircraft when required, without the need for any structural modifications. 

Five Large Air Tankers from the U.S. Forest Service are also operating in Southern California. 

Since some of the most active fires are raging in the vicinity of heavily populated areas, there has been an almost constant stream of images and videos depicting these aerial firefighting efforts. 

The US Department of Defense has also announced the deployment of ten US Navy helicopters fitted with water buckets. 

Here is a selection of our top stories and trends that have shaped commercial aviation news in 2024.

A bad start to the year that set the tone for aviation news

They say that bad luck comes in threes, and that certainly seemed to be the case for 2024 as the year kicked off with three significant negative events. 

First, there was a shocking runway collision in Tokyo on the second day of the year. Japan Airlines flight 516 was landing at Haneda Airport (HND) when the Airbus A350-900 collided with a Japan Coast Guard DHC Dash 8 that was already on the runway. Five of the six people in the Dash 8 were killed, but amazingly all 367 passengers and 12 crew of the Airbus were safely evacuated.

AeroTime journalist Luke Peters noted that “Not only did this accident result in the first hull loss of an Airbus A350 while in commercial airline service but raised a series of questions regarding runway safety protocols, communications between air traffic controllers and pilots, and possible issues relating to pilot fatigue, particularly when operating at night in poor weather conditions. The investigation’s complete findings, when published, could have far-reaching implications for future commercial air operations.”

Just days later, on January 5, 2024, another incident rocked the aviation world when a door plug separated from an Alaska Airlines Boeing 737 MAX 9 as it was taking off from Portland. AeroTime journalist Ian Molyneaux commented, “The incident would come to dominate the news agenda this year and lead to huge questions over Boeing and its reputation.”

The third event, although not an aviation incident, would set the stage for the fortunes of two particular airlines, and it wasn’t the news they wanted. JetBlue’s $3.8 billion takeover of Spirit Airlines was blocked by the US Department of Justice on January 16, 2024. Both companies suffered financially, with JetBlue trimming routes in a bid for profitability. Spirit’s share price dropped in the wake of the block. It attempted to revive merger discussions with Frontier but ultimately filed for bankruptcy protection in November 2024.

Financial troubles saw airlines fail

Spirit wasn’t the only airline struggling financially. In the first half of the year, US airlines in particular engaged in an airfare war that saw many posting losses. Slower aircraft deliveries from manufacturers led to the industry growing more slowly than anticipated, putting pricing power in the hands of the carriers.

As the competition subsided, airlines returned to profit, with IATA estimating net profits to reach $30.5 billion by the year-end. However, not all airlines came out unscathed, and we said goodbye to some notable and historic brands. These included:

• Lynx Air – February 26, 2024
• Air Malta – March 31, 2024
• Bonza – April 30, 2024
• Rex Airlines – July 30, 2024
• Canada Jetlines – August 15, 2024
• Czech Airlines – October 28, 2024

“The collapse of Bonza in late April 2024, followed swiftly by Rex halting all of its Boeing 737-operated services in July 2024, brought to close the latest chapters in a very long line of independent airlines that have tried and failed to break the steadfast duopoly of Qantas and Virgin Australia in the Australian market,” said Luke Peters. “Over recent decades, many carriers have tried and failed to carve a niche for themselves in the Australian air travel market, and with proposed startup Koala Airlines planning on being the next to try, time will tell whether history repeats itself once more.”

As well as trouble down under, Bonza’s sister airline in Canada has been struggling financially. Flair Airlines saw four of its aircraft repossessed in 2023 as it missed rent payments, and has been revealed to owe various parties substantial amounts of money. It has since been noted to be seeking investors and a restructuring of its balance sheet. As the only remaining ultra-low-cost airline in Canada, travelers are watching closely to see if it survives.

Turbulent trips reinforce the importance of wearing a seatbelt in flight

Extreme turbulence is nothing new in aviation, but 2024 has seen several events that served to shine a light on this dangerous phenomenon. 

The first, and most attention-grabbing, was Singapore Airlines flight 321 which hit severe turbulence over Myanmar. At least 71 people were injured, with dozens requiring treatment in intensive care. Sadly, one 73-year-old British man died of a heart attack as a result of the incident. 

Following this shocking event, several other incidents occurred over the course of the year. In July 2024, Air Europa’s Boeing 787 Dreamliner made a sudden descent over the Atlantic Ocean, injuring three passengers and one crewmember. In August 2024, a Korean Air A330 ran into turbulence, injuring 10 passengers and four cabin crew. And Lufthansa’s Boeing 747-8 ran into a similar issue over the Atlantic in November 2024, injuring 11 people.

Several other notable turbulence events in 2024 have seen the industry questioning whether enough is being done to keep passengers and crew safe. Some carriers, like Korean Air, have revised their rules around crew serving times to ensure staff are safely strapped in when the skies get bumpy, but as yet, no blanket changes have been made to regulations.

The industry is doing a great deal to predict and detect turbulence, even involving AI in prediction modeling. While regulators have so far shied away from introducing tougher seatbelt legislation, the message to passengers is clear: keep your belt fastened at all times when in flight.

The deadliest year for aviation since 2018

A flurry of accidents in the final month of the year added up to make 2024 the most deadly year for aviation since 2018. This comes in stark contrast to 2023, which went down in history as the safest year for air travel since records began.

Two crashes in the summer led to multiple fatalities. In July 2024, Nepal’s Saurya Airlines crashed after taking off from Kathmandu, killing 18. Then, in August a VoePass turboprop was captured in shocking videos freefalling from the sky and killing 62. 

Alongside a number of incidents with single-figure fatalities, this put the industry at 101 fatalities by the end of November 2024. However, two high-profile crashes at the very end of the year ramped up the numbers dramatically.

On Christmas Day, 38 people were killed when an Azerbaijan Airlines Embraer lost control and crash-landed in Kazakhstan. Miraculously, 29 people survived the crash thanks to the valiant efforts of the flight crew in getting the plane to the ground. Russian air defenses have been blamed for the incident, although investigations are ongoing.

Then, on December 29, 2024, a Jeju Air Boeing 737-800 landed on its belly at Muan International Airport, careering down the runway and smashing into a concrete barrier. All but two of the 181 people onboard perished in the fire that immediately consumed the plane.

While not included in the commercial incidents reported, there was another accident that was rather close to home for the AeroTime team. As our journalist Goda Labanauskaitė explained, “Not to be subjective as a native Lithuanian, but for me, the Vilnius DHL aircraft crash was a huge story. Not only for me – local aviation experts are calling the crash one of the biggest aviation disasters to have occurred in independent Lithuania.”

“Currently the investigators have begun the process of decrypting data from the black boxes, so hopefully soon we will learn the cause behind the crash,” she continued. “Most importantly, the whole AeroTime Editorial team has been working closely together in order to analyze the developments.”

Crowdstrike and labor strikes

Technology problems are nothing new in the aviation industry, but the massive CrowdStrike outage in July 2024 really highlighted how reliant airlines are on IT. Delta alone reported around 7,000 flight cancelations across five days, leading to losses of more than $500 million. The incident has sparked discussions on the balance of cybersecurity practices and the need for improved industry standards.

But when CrowdStrike wasn’t striking, workers were. From flight attendants to catering teams, labor disputes have been rife in 2024. One of the most high-profile was, of course, the Boeing machinists strike, which went on for much longer than expected. Goda covered it for AeroTime, and told us this:

“The Boeing strike has been one of the longest and most fascinating topics I’ve covered and followed this year. It drew my attention because it touches on many important issues, such as labor and employee rights, economic impacts, and production challenges impacting not only the planemaker, but the whole aviation industry. The seven-week strike, involving 33,000 US West Coast workers, resulted in a net loss of $6.17 billion, led to layoffs of 10% of the workforce, and stopped production of Boeing’s 737 MAX, 767 and 777 models.”

Hot on the heels of Boeing’s strike came another at a US company, as Textron Aviation workers voted to strike. Goda had the pleasure of covering that too, and remarked that “it was interesting to explore the strike action of both companies and follow their progress.”

Goda added that “The Textron strike unfolded differently and ended much quicker, lasting four weeks. It significantly affected the company’s financial results for the third quarter of 2024, leading to a revenue decrease of about $50 million and a profit drop of around $30 million. It also caused production issues and stoppage to aircraft deliveries.”

Our personal favorite aviation news stories of 2024

Luke Peters loves aviation history and highlighted the news of NASA retiring its Douglas DC-8 in May 2024 after more than 37 years of research missions. He added, “The retirement of this aircraft marked not only the end for this particular plane from flying duties but also the retirement of one of the very last Douglas DC-8s left flying worldwide. 

“The type was integral in shrinking the planet through the introduction of the jet age in the 1950s but was also loved by passengers and crews alike for its sleek lines, spacious cabin, and impressive range and speed capabilities. With the era of four-engined commercial jet aircraft all but over, the retirement of this plane was another sad step towards confining the type to the aviation history books.”

As well as covering the main news stories, AeroTime journalists get to the heart of the matter and explore niches of the industry in depth. One such interview was undertaken by Jean Lim, our Asia-Pacific reporter, when she spoke with Airbus APAC President Anand Stanley regarding widebody demand and sustainability.

Jean noted that “it was wonderful to get insights from Anand Stanley, who is known for his remarkable foresight with trends. In this interview, I found his perception and thoughts on SAF sourcing in Southeast Asia to be particularly valuable because some of them are being applied now months later.”

Jean also dove into the growth of aviation in ASEAN, and how it is driven by small aircraft, islands and middle class power. She mentioned that she was particularly proud of this long read as she’d been “keenly following and observing the direction of commercial aviation in Southeast Asia the past year, and this piece is a culmination of the shift coming to fruition.”

Finally, a story that shouldn’t happen in these modern times but did nonetheless, Luke Peters reported that two elderly British travelers had publicly slated UK-based charter carrier Jet2 after it flew them to the wrong Mediterranean island on holiday in January 2024. 

“The pair were said to have been left in “an awful state” after they mistakenly boarded a flight to Menorca (MAH) rather than their desired destination of Majorca (PMI) at Bristol Airport (BRS),” Luke explained. “While regrettable for the passengers involved, the story just goes to show that, despite all the automation being introduced to make air travel safer and more efficient for all involved, there is still some way to go to eradicate the element of human error.”

We’d like to take the opportunity to thank our readers for their support over the year, and to wish you health and happiness in the new year. Keep following AeroTime for all the important aviation news in 2025.

However, recruiting and training pilots is just one part of a complicated jigsaw puzzle that will see these new aircraft take to the skies safely and on time in the future. Without qualified and competent air traffic controllers on the ground, managing the increasingly crowded skies, and keeping aircraft apart, safety could be compromised with a resulting potential for catastrophe and the loss of life, both in the air and on the ground.  

Air traffic controllers worldwide are largely unsung heroes of aviation, working behind the scenes to keep the whole system moving and keep planes in the air. Yet, as with many sectors in the aviation industry, it has become increasingly difficult for air traffic service providers to recruit and train the number of air traffic controllers that will be needed to keep the skies safe in the future. 

Highlighting this point, examples of air traffic control staff shortages impacting Air Navigation Service Providers (ANSPs) globally are easy to find. In May 2024, the Federal Aviation Administration (FAA) in the US revealed that it had a shortfall of around 3,000 air traffic control staff across its system at that time. Meanwhile, in September 2024, London-Gatwick Airport (LGW) saw around 100 flight cancellations over one weekend alone due to staff shortages in the airport’s control tower.    

One such service provider, NAV CANADA, has the responsibility for managing air traffic control services across Canada and is the second-largest ANSP worldwide. Now it has teamed up with the global aviation training organization CAE to provide training services for 500 new air traffic controllers to be recruited by NAV CANADA by 2028 – around 150 per year. The move marks a significant departure for the ATC sector and ANSPs, which have traditionally trained their controllers in-house. 

Founded in 1996, NAV CANADA operates as a not-for-profit private company providing air traffic control services, aeronautical information, and weather briefings for an area that covers around seven million square miles (18 million square kilometers) of civil airspace, as well as the North Atlantic oceanic airspace that falls under Canada’s control.  

The organization maintains a network of area control centers and airport-based control towers, as well as flight service stations, flight information centers, and other ground-based navigation aids across Canada.  

At the Farnborough Air Show in July 2024, AeroTime sat down with Marie-Christine Cloutier, CAE’s Vice President of Civil Strategy, Performance, and Marketing to find out more about the company’s partnership with NAV CANADA, how the CAE training program will work, and how graduates from the course will be readied to control the skies above Canada from Day One in their new jobs.  

Background to the partnership 

Cloutier started by explaining the background of the agreement and the aims of the program: “In 2023, CAE published an aviation talent forecast that predicted a need for 1.3 million aviation professionals by 2030. The forecast initially focused on pilots, maintenance technicians, and cabin crew. Yet widescale industry feedback following the report’s publication had also highlighted significant gaps in the provision of air traffic controller training.” 

She continued: “With ANSPs worldwide in a race to recruit controllers both domestically as well as internationally, there is a growing need for specialist training providers to step in and assist with training programs, to equip recruits with the skills and training they will need once they become fully qualified Air Traffic Control Officers (ATCOs) or Flight Safety Specialists (FSSs). It was that shortage in skilled ATC staff that led us to identify a gap in the market and provide specialist ATC training.”  

CAE first announced its commercial agreement with NAV CANADA in April 2024. “The new strategic agreement is aimed at increasing training capacity for crucial air traffic services professionals across Canada,” Cloutier said. “A lot of NAV CANADA staff were laid off during the pandemic, but this has now led to a shortfall in qualified air traffic controllers that is being felt by the whole Canadian aviation industry. Under the terms of the agreement, CAE instructors will deliver Ab Initio training for FSSs and ATCOs using NAV CANADA’s approved training curriculum and courseware. The first classes will begin in October 2024 at a new purpose-built Air Traffic Services Training Centre on CAE’s campus in Montreal.”  

She added: “Our new agreement with NAV CANADA leverages the expertise of both parties to innovate and address future air traffic management requirements across Canada. As the world’s largest aviation training provider, CAE is well-positioned to work alongside NAV CANADA to develop a proficient ATC workforce and ensure the safety and efficiency of Canada’s air traffic system.” 

At the time the agreement was announced in April 2024, Raymond G. Bohn, President and CEO of NAV CANADA declared: “With this partnership, and through the overall modernization of our training programs, NAV CANADA will deliver long-term benefits to Canada by preparing for continued growth in demand for air travel, building resilience to respond to emerging customer needs, and supporting the fluidity of the country’s supply chains while accelerating access to high-paying jobs that support the Canadian economy.”  

Meanwhile, Marc Parent, CAE’s President and CEO, said: “With CAE’s extensive background in advanced training delivery and modern learning sciences, our partnership with NAV CANADA is a natural extension of our business and core mission to make the world a safer place. Moreover, as the leading civil aviation training provider worldwide, CAE understands the importance of effective workforce development and the challenges posed by the increased demand for highly skilled people throughout the aviation sector.”  

How will the training be delivered?  

According to Cloutier, responsibility for the recruitment of new ATCO trainees remains solely with NAV CANADA, with CAE stepping in once recruits are ready to begin their training. “When students enter our facility, they are already NAV CANADA employees, although most will have no prior ATC experience,” she said. 

Under this agreement, NAV CANADA will continue to handle later-stage ATC training in-house, which lasts around a year and includes compulsory specialty courses at its area control centers as well as subsequent on-the-job training. However, all those students qualifying through CAE will encounter the same curriculum, level of standards, and threshold testing as students trained at NAV CANADA.   

To accommodate the new training program, CAE has developed a new Air Traffic Services Training Centre in Montreal which over 500 trainees will pass through, before taking up positions as ATCOs or FSSs with NAV CANADA upon the completion of their course. The new facility has been developed from a renovated section of its Business Aircraft Training Center at its campus in Montreal to accommodate the new program. According to Cloutier, Transport Canada audited the facility before it opened and was satisfied with the quality of the training services being provided. 

The facility features numerous classrooms in addition to specialized simulators with computer screens offering views of up to almost 180 degrees and some specific functionality. “The screens can replicate the displays controllers will use in ATC towers when they eventually graduate,” highlighted Cloutier. “There will also be dedicated meteorology learning spaces to develop the necessary expertise in that area,” she added.   

The partnership is expected to generate new career opportunities at both companies. “NAV CANADA is building a pipeline of air traffic services professionals by recruiting over 500 additional students by 2028 who will be trained by CAE,” Cloutier said. “Meanwhile, CAE has recruited 35 instructors and management staff to deliver specialist training, in line with Transport Canada’s requirements, who will also be delivering CAE’s high standard of training excellence.”  

She added: “NAV CANADA has allowed us to approach former or retired ATC controllers who have agreed to come to CAE as trainers to get this program off the ground. Their experience is immeasurable in terms of what they can bring to the program and students. We have also recruited instructors from overseas.”  

Cloutier explained that, under the terms of NAV CANADA, CAE will be providing both classroom and simulator sessions as part of its ATC course, which is planned to last around three to six months. Each cohort of students will include between 30 to 40 trainees, with more than one full-time course running at any given time. CAE “aims to optimize the training process while using NAV CANADA’s existing curriculum and simulator suppliers,” Cloutier said.   

“We are bringing our expertise in recruiting instructors and applying our science and technology learning experience to enhance training efficacy and reduce training time,” she explained. “By enhancing our service offering, CAE has gained almost three weeks out of a three-month training period from scheduling improvements alone.”  

More about CAE’s training program  

According to Cloutier, the CAE-provided training will emphasize scenario-based content, using real-world and simulated examples to manage air traffic and focus on techniques relating to airspace conflict avoidance. Through the facilities provided at the CAE training center, students will also develop their skills to manage multiple aircraft flying at various altitudes and develop “critical decision-making skills”. 

Given the way that CAE has formulated its ATC training program, the company is hoping to significantly improve the pass rate of those who sign up for the course, as well as decrease the drop-out rate. Traditionally this has been an issue, but it is one that CAE is seeking to address through what Cloutier describes as “the efficient scheduling of remedial training and leveraging data-driven insights using a tool we call CAERise”. She explained that this is a grading tool that generates data and analytics which helps students assess how they compare to their peers, as well as against industry standards. 

As part of the recruitment drive launched in support of the new partnership with CAE, NAV CANADA has also tried to recruit significantly more females into the open positions, to address the imbalance between men and women that currently exists in the arena of air navigation services. According to a report published by Elevate Aviation, an Edmonton-based charity and advocacy group, in 2023 only 16% of employees in the ATC field were female – a figure that NAV CANADA would like to see rise significantly.  

CAE eyes expansion of ATC training 

As demand for air travel continues to rise sharply, there has never been a more critical need for qualified air traffic controllers on a global scale. CAE is seeing its partnership with NAV CANADA as potentially a “significant step towards addressing this industry-wide challenge.” 

With the initial cohort of students beginning the first CAE-run course in October 2024, the training provider is already looking to other commercial opportunities where it might be able to increase the number of qualified air traffic control staff in the coming years. According to Cloutier, the company’s global footprint and established reputation in the aviation training sector puts it in a good position to help address air traffic controller shortages elsewhere worldwide. CAE, she said, “can offer partnerships that take various forms, from courseware modernization to managing entire training operations”. 

“NAV CANADA is a worldwide leader in their space, and so is CAE,” claimed Cloutier, “We are the world’s largest aviation training provider, and our focus is primarily to successfully deliver on our partnership with NAV CANADA. But we also have a new markets group that will be exploring opportunities worldwide as well, providing training for ATC students, but also for other instructors as well.”   

“We are familiar with the various regulatory bodies from our pilot and maintenance training programs and this experience will help us develop air traffic controller training globally,” she added.  

With the first cohort of ATC students already beginning their training with CAE, there will be many individuals and organizations across the globe that will be watching with interest. With ATC training having historically been handled by ANSPs in-house, the CAE/NAV CANADA partnership is etching something of a blueprint that could change how such training is delivered in the future. This in turn could be the key that addresses how chronic shortages of ATC staff might be avoided going forward.  

Equally, regulators will be keen to see how Transport Canada monitors and audits the ongoing CAE training program, as this is likely to assist in the formation of regulations and policies that could see such third-party training programs rolled out elsewhere in the future.  

Meanwhile, for Cloutier, CAE’s first foray into providing training for the air traffic controllers of the future marks “a significant expansion of the organization’s training capability portfolio” which the company hopes will “potentially lead to new avenues for growth in the aviation training sector”.  

Conclusion 

With numerous global forecasts indicating that demand for air travel is set to continue rising exponentially in the coming years, the role of air traffic controllers will become ever more important to ensure the safety of passengers on the thousands of flights departing every day.  

Indeed, as the density of air traffic continues to rise in the future, so will the key skills required to keep airplanes apart in limited airspace become increasingly complex. While technology will undoubtedly be developed to assist in this role, the job of managing air traffic safely and efficiently is likely to remain the domain of humans, who will themselves be reliant on high-quality training as well as real-world experience.  

As such, it will be interesting to watch as CAE embarks on this new venture with NAV CANADA. If successful, the program could unlock the future of air traffic control training globally, reducing the flight delays and cancellations that have plagued the aviation industry in recent years, and making flight a safer and more efficient mode of transport for all concerned. 

But what some might not know is that, even if they are emblazoned with the regalia of regional or national governments, many of those aircraft are operated by a privately-owned pan-European company, the name of which you might never have heard before.  

Avincis is Europe’s largest aerial emergency services operator and one of the largest civilian helicopter operators in the world. Its fleet of some 220 aircraft, mostly made up of helicopters but also some fixed-wing aircraft, dwarfs many of the continent’s air forces, as does its network of operational bases, which stretches from the far north of Scandinavia to southern Spain and the Canary Islands. 

From his base in Lisbon, Avincis CEO John Boag leads a business structured around the provision of three core services: Aerial Emergency Medical Services (EMS), Aerial Search and Rescue (SAR) and Aerial Firefighting (AFF) in three key regions, which each account for a similar share of the activity: Iberia (with operations in both Spain and Portugal), the Nordics (where it operates in Norway, Sweden and Finland) and Italy.  

Originally from Australia, Boag moved from his hometown of Adelaide to Portugal in 2023 to take up the reins of the company following its acquisition by the current owners, London-based private equity firm Ancala.  

Ancala, which specializes in critical infrastructure investments, purchased Avincis from British engineering giant Babcock International for €136.2 million (approx. US$150 million) with the aim of reshuffling its management and streamlining its business. 

AeroTime headed to Alicante, the capital of Spain’s sunny Costa Blanca and home of one of Avincis’ main operational bases, to learn more about this operator, the services of which the lives of many people – and the preservation of many natural habits – depend upon.  

The Alicante facility, located at Mutxamel airfield (ICAO code LEMU), is the company’s main service center for Avincis’ Spanish operations. Spain is a particularly important country for Avincis, which has 90 bases throughout its territory from where it operates firefighting and aerial medical services for several regional governments as well as maritime search and rescue services for SASEMAR, the government agency tasked with this responsibility. 

Understanding the aerial emergencies industry 

 The aerial emergency services business is almost entirely driven by the public sector, with companies like Avincis competing to win government tenders throughout Europe. 

When a government, whether national, regional, or local, tenders out the service it is usually up to the operators to crunch the numbers and produce the bidding offer that allows them to cover costs and make some margin of profit. This can be tricky in such a capital-intensive industry which requires the acquisition, maintenance, and amortization of expensive assets as well as the setup of a complex support infrastructure. 

Boag explained how sometimes there is limited time to present bids and then make the necessary arrangements to be able to start providing the service. This is why companies like Avincis, which can operate at scale and already have processes and infrastructure able to respond to the needs of a broad diversity of customers, may have an edge in this type of market.  

One of Boag’s main goals since taking over the leadership position has been to get the different units of Avincis to operate closer together and benefit from the synergies and scale derived from being part of a large organization. A case in point from October 2024 is Avincis’ Portuguese support center commencing maintenance work for some of its Italy-based helicopters for the first time.  

One of the difficulties in this regard is that, unlike the commercial aviation industry in which an airline with a European air operator’s certificate (AOC) can operate anywhere in the European Union (EU) pretty much hassle-free, this is not yet the case with the sort of services that Avincis provides. This can make things a bit more complex when planning fleet assignments and servicing. 

“If I won every tender, I would have a problem,” Boag joked when asked how the firm can ramp up capacity and deploy the necessary assets whenever there is a new opportunity to expand its footprint. 

However, this has not prevented Avincis from finding employment for some of its aircraft and crews when it is the low season for forest fires in Europe. During winter in the northern hemisphere, some are redeployed to Chile, where they continue fighting forest fires during summer in the southern hemisphere.  

Come autumn, usually around October (although governments in Europe are tending to prolong the season, something that is likely to happen more as global warming becomes more apparent), helicopters are packed onboard a ship and sent to Chile. However, if there is an emergency, they can also be flown in the belly of a large cargo aircraft. Crews take time off during the month-long voyage and travel by air to reunite with their machines for another flying season on the other side of the world. 

The Chilean seasonal foray is not Avincis’ only extra-European venture since the Italian unit also runs a helicopter operation in Mozambique in support of the oil and gas industry there. However, Boag confirmed that, for the foreseeable future, the company’s focus will remain in Europe. 

Building technical capabilities in-house 

One thing Boag is particularly proud of is the technical capabilities Avincis has in-house. At its Alicante facility, for example, Avincis has two hangars where it performs maintenance, repair, and overhaul (MRO) in-house for several different helicopter types. This is particularly important when many of your machines are operating in salty environments, as is the case, for example, for the search and rescue helicopters Avincis operates for the Spanish government. Some of these helicopters could even be seen undergoing maintenance by AeroTime during our visit.  

Avincis’ technicians work closely with helicopter manufacturers, such as Airbus, Bell, or Leonardo. This is a symbiotic relationship built over many years, which has resulted in Avincis being granted some rare authorizations to perform specific tasks or to operate certain types of highly specialized machinery on-site.  

This level of trust has allowed Avincis to be more agile than other operators by being less dependent on the manufacturer’s lead times for some maintenance processes, senior technical managers at Avincis explained to AeroTime during the visit. 

While Alicante is one of Avincis’ major MRO and operations centers, the network of support centers stretches across all regions where Avincis operates. For example, the company has another three maintenance centers in Spain, plus two in Italy and one each in Portugal, Norway, and Sweden. 

However, one challenge flagged by Boag is the attraction and retention of talent and skills. The Australian executive, who also has extensive experience as a helicopter pilot, explained that it is becoming increasingly difficult to recruit pilots and technicians at the same rate as people leaving the industry. The aviation industry is facing a shortage of recruits, but the issue is perhaps even more acute when it comes to helicopters, a smaller niche in which most professional profiles require a lot of training. 

Boag also said he was keeping an eye on potentially transformative developments elsewhere in the industry. In June 2024 Avincis partnered with Airbus on advanced air mobility (AAM) to collaborate in defining a concept of operations and mission profiles for the new generation of electrically powered electric vertical takeoff and landing (eVTOL) aircraft.  

This agreement sounds like a logical step since not only are emergency services one of the obvious uses for eVTOL technology, but Avincis is a major operator of Airbus helicopters, with some 80 of them in its fleet. The European aircraft manufacturer is currently developing its own eVTOL design, called CityAirbus.  

So, even if eVTOLs do take on some of the emergency service roles currently performed by traditional helicopters, it is still likely that an Avincis rotary-wing aircraft will continue to save lives and protect nature across Europe.  

He will continue in his roles as Senior Managing Director at US -based Certares Management, a private equity investment firm which invested into the Group in 2021.

Klein brings to the Group extensive knowledge of the global aviation, travel, tourism and technology sectors. His main responsibilities will include leading on investor relations and advising on wider business development while his geographic location will allow for executive presence and a greater focus on activities in the Americas.

The appointment comes at a time when Avia Solutions Group is growing significantly, with the Group reporting first half of 2024 revenues of €1.2 billion, a year-on-year increase of 29% and a 34% growth in EBITDA year-on-year to €179 million.

The Group has ongoing plans to further expand its global presence and ability to offer capacity solutions, particularly during peak seasons, to airlines around the world.

Gediminas Ziemelis, Chairman of Avia Solutions Group, said:

“With his extensive experience in global aviation and travel sectors, and a proven track record in investor relations, Tom is a great addition to our senior leadership team. I look forward to working with him closely as we execute our long-term growth strategy.”

Tom Klein, Executive Vice-Chairman of the Board of  Avia Solutions Group, said:

“I am honoured to be appointed as Executive Vice-Chairman. The demand for the Group’s services is increasing significantly, and I look forward to playing a key role in expanding our global customer base.”

Prior to joining Certares in 2018, Klein was the CEO and President of Sabre, a global technology company serving the travel industry. Klein led the successful IPO of Sabre in 2014.

He served 7 years as a founding board member of Brand USA, culminating his tenure as Chairman.

Klein has served on multiple boards and prior to Sabre, he held management positions at American Airlines and Consolidated Freightways

Avia Solutions Group currently operates a fleet of 214-aircraft, split between 174 passenger aircraft and 40 freighters.

The helicopter was a Bell 206B JetRanger III belonging to the Spanish operator Bigas Grup Helicopters. It was inspecting power lines for i-DE, the electricity distribution company of the Iberdrola group.  

At around 10:00 a.m. local time on September 29, 2024, the helicopter struck a high-voltage cable and crashed into a nearby orchard. Emergency services were then dispatched to the scene.  

Upon arrival, firefighters extricated one person trapped inside the helicopter and two others were found outside. Medical teams later confirmed the deaths of all three occupants. 

Firefighters secured the area to monitor the electrical risk from the cut wiring and to control the fire risk from the fuel. 

The DOT revealed that the Canadian airline conducted a “significant” number of flights between the United Arab Emirates and Canada from October 2022 to January 2023 using United Airlines aircraft. These flights violated a prohibition set by the Federal Aviation Administration (FAA), which bars US operators from flying over Iraqi airspace due to security concerns.

The US agency launched an inquiry into the matter before issuing the fine, sending Air Canada a formal letter. “By operating these flights in this manner, Air Canada violated the conditions of its authority to operate and engaged in air transportation without the proper DOT authority,” the department said in a statement on September 27, 2024.

In an emailed statement to the press, Air Canada stated that incidents, described as “unplanned, inadvertent, limited in number, and of brief duration” were due to several factors. One particular violation arose when Air Canada had to deploy a Boeing 777-300 instead of a Boeing 787 on the route between DXB and YYZ, leading to a longer climbing time.

As part of the settlement, Air Canada is required to pay half of the fine within 60 days. The remaining portion will be suspended unless the airline violates the agreement again within the next year.

Gavin’s previous roles have included development in British Airways, as well as consultancy projects for United Airlines, American Airlines, Qantas, and supporting the development of low-cost airlines to touristic destinations. Gavin has held a Board Position (CCO) at Portuguese airline, SATA International, and has been the advisor to the Board of Visit Portugal on air connectivity.  

As a Professor, Gavin is responsible for programs spanning the commercial aspects of aviation and airports and works closely with Aeroclass on executive courses bringing DMOs and airports together for tailored learning programs that support route development for destinations. 

For many years the perception of the function of a national or regional tourism board (or Destination Management Company – DMO) was that such entities participate in marketing and public relations (PR). In particular, DMOs build the image of a destination and ensure that all communications are put in place to help drive tourists to visit. On top of that, a tourism board will then build a brand message and ensure that what resonates is the great imagery and associations that come to mind when thinking about a destination. With this in mind, it is apparent that not enough emphasis has been placed on the development of routes and links with airlines in the past, and network development has very much been with the destination airports’ team. 

Many of us will remember the great campaigns from India, with its ‘Incredible India’ message that flooded the media in the 90s, and New Zealand,which showcased the ‘Lord of the Rings’ filming locations as a reason to visit. Moving forward though,this is still pertinent to a destination, and marketing and communications are still a key part of the tourism board toolkit. Perhaps the shift today is to more of an online rather than off-line call to action, but that is not so different to how the great FMCG (fast moving consumer goods) product and service businesses have switched their allegiance to the online and social platforms instead of more traditional media. 

However, what is true is that DMOs must think much deeper and wider than this, in particular, they must now focus on how to attract the right airlift to a destination and build a robust connectivity culture. Why? Well, the COVID-19 pandemic allowed airlines to fundamentally change how they plan routes. From long-lead times of two to three years to starting a new route, the pandemic allowed carriers to deliver routes in less than a year, taking advantage of those markets that were open and ensuring they moved their aircraft around in a much more aligned and commercial way. While planning for three years ahead is great when we have no drama or predicted incidents, it is not such a useful way to plan assets when we can switch around and look to gain some power back from airlines. 

During and straight after the COVID-19 pandemic, airlines were looking at route development (from concept to starting) with services taking less than a year to implement.  Such new ways of working led to airlines having a new buzzword, something which came to be known as Route Experimentation – let’s see how it goes. This was not the norm for how airlines planned, but with challenges, such as knowing what was open, what we could operate, etc., the traditions of aviation were challenged. Moving on, we now see 2024 travel levels coming back stronger, and, in the eyes of the International Air Transport Association (IATA), the number of passengers carried in 2024 will be greater than carried back in 2019. Airlines are now back with a vengeance and are much more agile in how they plan and pick up on the trends and patterns around where people may be travelling. 

With this in mind, tourism boards should be listening, following and developing a set of connectivity measures. In particular, how can they get customers to fly to their destinations? New models of aviation, particularly the narrowbody aircraft that will be able to fly for up to 10 hours, allow new markets to be considered. Previously to serve with a 350+ person widebody would mean over capacity in many cases and a negative yield to the airline with their pricing. However, the vision is ‘less is more’ (fewer passengers but the potential to increase more seats if the derived demand is there), and the ability to fly people the distances of widebodies but enhancing the seat revenue of fewer seats means higher returns for all. So, how is a destination looking at international markets that have previously been ‘off-limits’ to the short distances of narrowbody aircraft, but are now well in-line with the range and scope that such new machines bring? 

To start, how is your destination set up to talk with airlines and build business cases on why they should fly to your country/region? Have you been looking at available data sources that bring both historical data (how many people have flown directly vs. how many people have flown in-direct), as well as what people are doing with booking and search activities? Search and understanding future bookings analysis are great ways that destinations can showcase to carriers the sentiment of the destination. In particular, what segments and profiles are seeking to know more and how these fit with you are targeting. The more qualitative insights that we can share with our airline partners the better; allowing for a more blended approach whereby we can correlate how the destination has performed in the past (quantitative insights) with who may visit in the future.  In particular, which customer segments are searching for the destination, and what are their interests. Such data is not currently presented by airports, so new sentiment analysis is a great opportunity for DMOs to be at the route development table and showcase that they are more than just promotion and public relations. 

So, what next for destinations? As we see airlines looking to introduce new technologies that allow for further flying with narrowbody aircraft, secondary and third level airports can start to look at new source markets that would have otherwise been off-limits. This showcases that destinations need to be much more aligned with the trends and opportunities of the aviation sector and use such thinking to create a sense of which carriers and from which markets. This allows tourism boards to be more opportunistic when making contacts within carriers to describe their destination stories, and how they see airlines engaging with DMOs as the range and scope of flight brings them closer to serving a destination. 

In conclusion, in the past, air services development was very much an airline and airport project, where the vision was all about, “so, what do you have for me? Can you offer me reductions in my landing charges, or what kick-back will I get at the end of the season if I deliver X number of passengers over what we had discussed?”. But we have moved beyond this and the importance of the DMO is now a part of the discussion in two ways. Firstly, to provide the airline with marketing support and to help ensure route success. And, secondly, the insights and sentiments that tourism brings to the business case. Knowing what tourists are looking at when studying a destination and what they are searching for is interesting for airlines as they plan their routes.   

As tourism boards become more integrated with air services development, it is paramount that such players have the key insights and knowledge to make a business case to a carrier and to fully understand the way that airlines plan their development. Gaining such insights is crucial and today’s DMOs are seeking out programs that allow the trade and strategy teams to discuss and negotiate the services needed to support the destination’s development strategy.  

Bringing insights to partners on how to build robust business cases and how to incentivise the carrier with co-marketing campaigns will be key parts of any training in air services development. This forms a strong basis for the Aeroclass’ route development programs that have been set-up to support DMO and airport personnel. Taking the teams on a journey to see how best to manage their air services is key and allows participants to really engage with why airlines should fly to a destination. 

Join Gavin next month as we look at best practices for how to support an integrated discussion with airlines. 

Through Air52, Karsbergen assists airlines, airports, and industry stakeholders with practical solutions for complex challenges, drawing on his extensive background in feasibility studies, fleet and network planning, and airline startups. He also contributes to IATA training courses and serves as faculty for Aviation MBA programs. 

The views and opinions expressed in this column are solely those of the author and do not necessarily reflect the official policy or position of AeroTime.  

Picture this: you’ve just booked what seems like a simple trip, only to find yourself juggling multiple airline names, deciphering various flight numbers, and trying to make sense of conflicting baggage policies. Sound familiar? Welcome to the fascinating world of interline and codeshare agreements. 

These partnerships often leave passengers scratching their heads, yet they’re a goldmine for airlines. They represent a clever way for carriers to expand their reach and boost profits without the hefty costs of operating more routes or having extra planes.  

But what’s really going on behind the scenes? Why do airlines love these arrangements so much? And how do they manage to be both a source of passenger puzzlement and a key to airline profitability? Let’s unravel this aviation enigma. 

Decoding agreements  

To decode these agreements, let’s start with some aviation basics. For every flight we identify: 

• The Operating Carrier (OC): The airline flying the plane. 

• The Marketing Carrier (MC): The airline selling the flight under its code. 

• The Validating Carrier (VC): The airline issuing the ticket, also known as the Ticketing Carrier. 

In an ideal world, all three roles would be played by the same airline. Imagine booking a United flight, on a United plane, with a United-issued ticket. Simple, right?  

But the aviation world is rarely that straightforward. Enter interline and codeshare agreements, and suddenly this simplicity vanishes like a contrail in the sky. These partnerships add layers of complexity to airline operations and can leave passengers feeling like they need a decoder ring to understand their itinerary. 

So why do airlines embrace this complexity? And how do these agreements work in practice?  

Interline agreements are like a handshake between airlines, allowing them to accept passengers with tickets issued by their partners. It’s all based on the Multilateral Interline Traffic Agreement (MITA), a set of rules overseen by IATA that govern the principles of these partnerships. 

Here’s where it gets interesting for passengers: interline agreements mean you can book a single ticket for a journey involving multiple airlines. For example, you might buy a British Airways ticket from London to Bogota via Madrid, with the Madrid-Bogota leg operated by Iberia. One ticket, two airlines, and hopefully, a seamless journey. 

Sounds great, right? Well, mostly. These agreements offer some fantastic perks for travelers: 

• More destinations and routes to choose from 

• Often lower fares than booking separate tickets 

• Protection if you miss a connection due to a delay 

But there’s a catch. Interline agreements can also lead to some head-scratching moments: 

• Inconsistent baggage policies between airlines 

• Different check-in processes and deadlines 

• Confusion about which airline to contact when things go wrong 

A win-win for airlines 

For airlines, though, it’s a win-win. They get to expand their network and potentially boost frequencies on existing routes without the need for extra planes, crew, or those precious airport slots. It’s like having your cake and eating it too – more reach, more passengers, all without the usual hefty costs. 

And even better, by adding new destinations to their network, interlining allows airlines to carry passengers who would otherwise never have flown with them. Let’s go back to our London to Bogota example. Since British Airways (BA) doesn’t fly to Bogota, without the interline agreement, that passenger would never have flown BA. But with the agreement in place, BA gets the revenue for the London to Madrid leg, and Iberia picks up the Madrid to Bogota portion. It’s like they’re playing a game of aviation tag-team! 

In fact, before the pandemic shook things up, IATA estimated that interline travel was bringing in a whopping $52 billion in annual revenue for the industry. That’s a lot of motivation to keep these partnerships flying high! 

Now, just when you thought you had a handle on interline agreements, along come codeshares to add another layer of complexity. Codeshare agreements are like interline agreements on steroids. They allow airlines to slap their code on flights operated by their partners.  

Imagine this: You book an Air France flight from Paris to New York. Simple enough, right? But wait! That same flight is also being sold by Delta as a Delta flight and by KLM as a KLM flight. Three different flight numbers, one actual plane. It’s enough to make your head spin! 

For passengers, this can be a real head-scratcher. You might book what you think is a Delta flight, only to find yourself on an Air France plane with Air France crew. Suddenly, you’re not sure whose baggage policy applies or whose frequent flyer program you should be claiming miles with. 

But for airlines, codeshares are like striking gold. They offer even more benefits than interline agreements: 

• Better visibility in reservation systems (hello, more bookings!) 

• A presence in markets they don’t fly to 

• The chance to piggyback on their partners’ brand recognition 

• Some nifty cash flow advantages 

These partnerships let airlines dramatically expand their reach without the eye-watering costs of new routes. They can fill seats that might otherwise fly empty, maximizing their revenue potential across a broader network. It’s a strategy that allows airlines to grow their market presence without the massive investments typically associated with expansion, or where prevented from doing so by laws and regulations. 

But the world of airline partnerships is evolving faster than you can say “fasten your seatbelts”. The industry is constantly changing, driven by new consumer expectations and technological advancements. 

Remember when your airline ticket included everything but the kitchen sink? Well, the rise of Low-Cost Carriers (LCCs) changed all that. They introduced “unbundling,” letting passengers pick and pay for only the services they want. Great for travelers, but a big challenge for those decades-old interline and codeshare concepts that weren’t designed for this a la carte approach. 

A radical overhaul  

To keep up, the industry is going through a radical overhaul of distribution concepts. New Distribution Capability (NDC) and OneOrder are two big initiatives aimed at dragging airline distribution systems into the 21st century. The goal? Among others, enabling more flexible and customer friendly interline and codeshare arrangements. It’s like giving the whole system a major upgrade. 

And just when you thought it couldn’t get any more interesting, along comes “virtual interlining”. This new kid on the block is shaking things up in a big way. From a passenger’s perspective, it looks just like a traditional interline ticket. You book what seems to be a seamless journey with connecting flights. But here’s the twist: behind the scenes, you’re buying two separate tickets, plus an insurance policy. 

This insurance is the secret sauce of virtual interlining. It’s there to compensate you if you miss your connection. Remember how with traditional interlining, airlines are obligated to get you to your final destination if you miss a connection due to a delay? Virtual interlining recreates this protection, but through insurance rather than airline agreements. 

Worldwide by easyJet has been pioneering this approach since 2017. What’s really exciting is that virtual interlining isn’t just connecting low-cost carriers. It’s also creating connections between budget airlines and traditional network carriers. It’s like breaking down the barriers between different airline business models.  

In addition, the industry has recognized that interline agreements go above and beyond the traditional and highly standardized airline-airline model. Other partnerships and customized agreements, including intermodal, should be supported. The industry is therefore moving to more customized arrangements, including ancillary revenues and different settlement conditions. To facilitate these changes, the Standard Retailer and Supplier Interline Agreement (SRSIA) has been drafted. 

An intricate web of partnerships  

So, what’s the takeaway from all this? Interline and codeshare agreements aren’t going anywhere. They might keep confusing passengers for a while yet, but they’re just too profitable for airlines to give up. The challenge will be finding ways to keep these partnerships humming along while making things smoother for passengers. 

For aviation geeks like us, all these developments are like watching a thrilling movie. They give us a peek into the complex, fascinating world of airline economics and operations. As passengers, understanding these agreements can help us navigate the sometimes-baffling world of air travel a bit better. And if you’re in the industry? Mastering these partnerships while keeping passengers happy will be key to staying ahead in the ultra-competitive aviation game. 

So next time you’re booking a flight and find yourself puzzling over airline codes or connection policies, remember that behind all that complexity is a web of partnerships that keeps the global aviation industry in the air. It might be confusing, but it’s amazing when you think about it. After all, it’s these intricate agreements that allow us to jet off to virtually any corner of the globe.  

The female crew member was asleep when an intruder entered her room around 01:30 local time, The Times of India reported. She was startled awake and screamed for help. The attacker then assaulted her with a clothes hanger and dragged her across the floor as she tried to reach the door. The cabin crew member, who suffered physical injuries, was rescued by nearby guests and hotel staff who responded to her cries for help.

“We are providing all possible support to our colleague and the broader team, including professional counselling,” the air carrier said in a statement. “Air India is also working with the local police and will pursue the matter to the fullest extent of the law.”

Air India has taken immediate action by relocating its employees to a different hotel. It also mentioned that it has reached out to the management of the current hotel to guarantee the security of their staff until the relocation is complete.

CommuteAir is a modern regional airline and United Express partner supporting the global United Airlines network in the United States, Canada, and Mexico. 

The shift from paper to digital is expected to improve aircraft availability and minimize avoidable maintenance-related disruptions through real-time communication of fleet status that allows management teams to respond rapidly within complex operational profiles.  

It is estimated that TrustFlight’s system will eliminate 500,000+ printed pieces of paper from their operations, or an average of 50 trees, per year. 

“Close to three million passengers per year rely on CommuteAir to get them to and from their destinations safely and on-time,” said Rick Hoefling, CEO, CommuteAir. “Like our partners at United, we naturally sought ways to improve our safety and operational efficiency in a sustainable manner. After conducting a rigorous analysis, we are proud to have selected TrustFlight to help us in our mission.” 

TrustFlight’s system, which will be leveraged by CommuteAir’s distributed flight operations, tech operations, and maintenance departments, will provide real-time communications and alerts to pertinent personnel, greatly improving internal communications between departments. 

In addition to TrustFlight’s powerful Electronic Tech Log, CommuteAir has also selected MEL Manager, a vital part of TrustFlight’s safety ecosystem that reduces the risk of latent risks and compliance findings in Minimum Equipment Lists (MELs), an approved document that ensures airlines can operate aircraft with specific inoperative equipment under predefined conditions.  

With MEL Manager, CommuteAir will be able to shave days off of repetitive document creation and revisions with the use of TrustFlight’s powerful AI engine, while also improving the document’s accuracy. 

“CommuteAir is a leading North American regional airline and we are excited to support them in their digital transformation efforts,” said Karl Steeves, CEO, TrustFlight. “In addition to the Electronic Tech Log, which airlines have been utilizing for some time, we are excited in their decision to onboard MEL Manager, a unique new product which revolutionizes how airlines manage their MELs.” 

To learn more about TrustFlight’s ecosystem of digital solutions, please visit www.trustflight.com. 

In 2023, the DOT received 96,853 consumer submissions, up from 86,240 in 2022. 67,661 were related to US carriers, 24,991 to foreign air carriers, and 3,162 to travel companies. Disability-related complaints rose to 2,685 from 2,098 in 2022, while discrimination-related complaints increased to 223 from 176. Complaints have constituted an average of 91% of consumer submissions over the past three years.

According to the DOT, the release of this data, included in the Air Travel Consumer Report (ATCR), faced delays due to the high volume of complaints received by the Office of Aviation Consumer Protection (OACP) and the processing time required by the Department’s outdated legacy system.

To address these challenges, DOT is modernizing its consumer complaint system with support from a Technology Modernization Fund (TMF) investment. This update aims to enhance the customer experience and enable more effective oversight of the airline industry.

Avion Express CEO Darius Kajokas states that the company is focused on preparing for operations in Brazil and expanding in the Americas. He emphasizes that Esteban’s experience in this market is expected to be highly beneficial for both the company and its clients.

„Having worked in managerial positions at Aerolineas Argentinas, GOL Linhas Aereas, and Avianca, Esteban is a great leader, and I am truly glad he is joining our team. As we focus not only on obtaining AOC and starting operations in Brazil but also on continue developing the ACMI market across the Americas, having a leader with deep knowledge of the local market is very important. I am confident that Esteban’s expertise and leadership will help to drive the business of Avion Express Brasil to success by creating financial and operational benefits via ACMI services to the airlines in Brazil and the broader region of the Americas“, – says D. Kajokas.

The new CEO of Avion Express Brasil, Esteban Jauregui Lorda, previously worked as the Fleet Director at Avianca. He began his aviation career in 2007 as a Technical Purchaser for Aerolíneas Argentinas, later transitioning to the company’s Fleet Department in 2009, and later on managed fleets at Brazil’s GOL Airlines and at Arajet in the Dominican Republic.

“I have been following Avion Express Brasil from the very beginning. With my extensive market knowledge, I always knew that something like it was needed and that it has tremendous potential. The ACMI sector is quite undeveloped in South America due to lack of investment and would greatly benefit from Europe-based assets to offset lower demand during winter seasons. Naturally, as soon as I was given the opportunity to not only become a part of this company but to actually lead it, I said ‘yes’ with barely a moment of hesitation,” said Esteban Jauregui Lorda, the CEO of Avion Express Brasil.

Esteban Jauregui Lorda also mentioned that he has an ambition that Avion Express will establish itself as the most relevant ACMI supplier in the region, opening the ACMI market and raising awareness of its advantages.

“The goal is to provide a cost-efficient, turn-key ready solution for capacity demands during peak season to the Brazilian and South American carriers. In the near term, the top priority is certification and developing a strong team to partner with local airlines to be the top-of-mind ACMI solution”, – shares Esteban.

Avion Express Brasil is part of an ambitious expansion project launched by its parent company, Avion Express, to consolidate its presence in Latin America. Specializing in narrow-body ACMI operations, Avion Express now operates a fleet of over 50 Airbus A320 family aircraft. Customer airlines of Avion Express include Air France-KLM Group Airlines, British Airways Group Airlines, Lufthansa Group Airlines, SKY Airline, SunExpress, TUI, VivaAerobus, Wizzair, and many others.

Avion Express is part of Avia Solutions Group – the world’s largest ACMI service company group, which operates a fleet of more than 200 aircraft. Companies belonging to the group also provide a variety of other aviation services, such as aircraft maintenance and repair, pilot and crew training, and ground handling.

This information was previously publicly available in the airline register on the agency’s website, indicating the type and number of aircraft included in each carrier’s operator certificate. 

However, as first noted by the aviation portal ATO.ru, the latest version of the register, dated April 18, 2024, only lists the types of aircraft included in each airline’s air operator certificate without specifying the numbers.  

The last register to include detailed aircraft numbers was published on October 20, 2023. At that time, 116 Russian companies held operator certificates for 2,228 aircraft and helicopters. 

Rosaviation explained to Kommersant that removing fleet numbers from the public website is necessary to “optimize published information.”  

Industry sources told the publication that this change could help Russian carriers circumvent sanctions and enable them to replenish their fleets by using secondary markets in so-called “friendly countries.” 

On June 24, 2024, the European Union added Ural Airlines, one of Russia’s largest airlines, air logistics company Volga-Dnepr, and airport operator Novaport to an updated list of sanctioned entities due to their participation or support in Russia’s invasion and occupation of Ukraine.  

The US Attorney’s Office in the Middle District of Florida said the officer, William Joseph Timothy, aged 43, stole approximately $18,700 in cash from airline passengers during 17 thefts between mid-2023 and early-2024. 

The incidents were uncovered by the CBP’s Office of Professional Responsibility investigators.

One of the incidents studied found that Timothy was covertly stealing cash from passengers during border enforcement examinations and currency verifications, which he performed as part of his role. 

In one instance, a passenger arriving from the Bahamas noticed he was missing $2,200 after handing a US customs officer a stack of cash at the Naples Airport in Florida during a routine border examination. 

“Evidence collected during the investigation showed that Timothy was surreptitiously stealing cash from arriving international passengers during border enforcement examinations and currency verifications performed as part of his official duties as an assigned CBP Officer at Naples Airport,” the US Department of Justice (DOJ) said in a press statement

According to the DOJ, a sentencing date has not yet been set. However, Timothy faces a maximum penalty of 10 years in federal prison. 

The administration said that public charter flights have rapidly expanded “in frequency and complexity” in recent years, adding that some services appear to operate like scheduled airlines but under less-rigorous safety regulations. A fact that the FAA said is not always transparent or made known to the flying public.

The first action will be to initiate a rulemaking to amend part 110 definitions of “scheduled,” “on demand,” and “supplemental” operations.

If the rule is finalized, public charters will be subject to operating rules based on the same safety parameters as other non-public charter flight operations.   

The second part of the announcement is that the FAA will explore opportunities to align aircraft size and certification standards with operational needs for small community and rural air service.

“Specifically, the FAA will convene a Safety Risk Management Panel (SRMP) to assess the feasibility of a new operating authority for scheduled part 135 operations in 10-30 seat aircraft,” the administration said.

The FAA said its public charter work is being done in coordination with the Transportation Security Administration (TSA). The FAA focuses on the safety of the flying public, while the TSA focuses on the security of transportation systems.

“Part of the safety mission of the FAA is identifying risk early on, and that’s exactly what we’re doing on public charters as usage expands. If a company is effectively operating as a scheduled airline, the FAA needs to determine whether those operations should follow the same stringent rules as scheduled airlines,” FAA Administrator Mike Whitaker said in a statement.

“Safe air travel options should be available to everyone, not limited to only those living near a major airport. We want to put a safety lens over the options of future innovation, as we work to further connect small and rural communities to open up more options for everyone at the same high level of safety,” Whitaker added.

As part of any proposed rule, the FAA would seek comment on a future date that would allow for the industry to adapt to any change in the regulatory environment.

We’re discussing those and some other interesting topics with:

• Iyad Alomar, Dr.Sc.Eng., Assoc. Prof. at the TSI, Transport and Telecommunication Institute in Latvia, Director of TSI’s Bachelor’s Degree Programme “Aviation Engineering“, with 30+ years of experience in aviation and aviation training
• Yury Solovyov, M.Sc.Eng, Training Manager at TSI’s Academic and Professional Aviation Center APAC, with 15+ years of experience in aviation and aviation training

The impact of new technologies, including digitalization and Artificial Intelligence (AI), on various spheres of life is being actively discussed in society. What is the situation in aviation?

Yury Solovyov: Innovations are being introduced. Traditionally, the first to use new technologies is military aviation, then these solutions come to business aviation, civil aviation, and finally cargo aviation.

Iyad Alomar: The aviation industry has achieved good results in digitalizing operations management, including maintenance management. However, in the field of maintenance itself in aviation, digitalization is still slow. This is partly influenced by the fact that ‘old-school’ specialists are reluctant to adopt new technologies. Last year, for a scientific article, we surveyed specialists from several continents, and we were stunned by the level of distrust in the use of AI, robots, and so on. I think that in 10 years, when the generation of specialists changes, these prejudices will disappear by themselves.

In researching scientific publications, it is easy to note that the first mention of the potential use of AI in aviation maintenance dates back to 1986. I would say that since then, in almost 40 years, progress has been 0.5 on a 10-point scale. Even visual inspections of aircraft using drones are still rare. Many maintenance experts say: I’d rather stand on a ladder and check everything with my own eyes. A good example of a powerful implementation of digitalization and AI in maintenance is the Airbus hangar of the future. There, the use of drones is at a high level. You don’t even need a drone pilot for an inspection. The staff specifies the type of aircraft in the software, and the drone autonomously flies, taking pictures of the exterior of the aircraft. The AI then compares the captured images with the samples and tells the maintenance crew what to pay attention to. The AI can make mistakes and confuse dirt with hull damage, but it still makes the job easier. The problem is that this solution is very little used anywhere.

We are now developing a course called ‘Emerging  Technology in Aviation’ for TSI’s Aviation Engineering undergraduate programme, so that students can better understand the capabilities of modern technology. For example, RFID tags can be used on rescue equipment in aircraft, which can be inspected at least five times faster. We also cover the application of AI in aircraft maintenance.

We all remember how much the restrictions during the COVID-19 pandemic affected aviation. Can we say that the industry has already recovered from this shock?

IA: No. I would say that cargo operations, on the contrary, experienced a growth spurt during that period. But passenger operations suffered a lot. You can count on your fingers to see which airlines have returned to the same level of performance as before the pandemic.

YS: I agree. The problem is that the number of people working in the industry dropped during the pandemic. Fewer planes were flying, and fewer staff members were needed. There has always been a need for workforce in aviation, and now it’s even greater.

What kind of specialists are most lacking?

YS: There is a staff hunger at all levels. Numerically, we always need more people at the initial levels: mechanics, non-certifying staff, and certifying staff. People for managerial positions are also very much needed. We constantly need specialists who are ready to improve their education and qualifications, to move to the next league.

Data from various studies show that the higher the level of education, the more stable a person’s employment is and the higher their income. How exactly do you think higher education helps develop a career in aviation?

IA: Without higher education, the opportunities for career development in aviation are very limited. One can, for example, get a professional education as an aviation technician in two years. But in many countries, such a person cannot even become a shift supervisor without higher education. It is possible to learn to be a pilot in 18 months, then go through flight practice, work as a copilot, and be promoted to pilot. But let’s be honest: regular flying is a very big strain on the body, and I have often seen pilots retiring at 35 because of health problems. The cabin crew has the same problem. If a person doesn’t have at least a bachelor’s degree, at that point, they need to start their career from scratch in another field.

However, if you have a master’s degree in aviation, such as a Double Degree in Aviation Management from TSI (Latvia) and UWE Bristol (UK), it opens up opportunities at a whole different level. It is not always publicized, but in my experience in recruitment, I can see that a Master’s degree is a prerequisite for being considered for managerial positions in aviation.

What categories of specialists will find this programme most interesting and useful?

IA: Most of our students are already working in aviation in some capacity – pilots, stewards, engineers. They have experience in the industry, and enroll in the Aviation Management master’s programme to boost their knowledge and qualifications. For them, the studies take only one year, plus writing a master’s thesis. The curriculum is module-based, and lectures are scheduled on weekends – three days in a row, every third or fourth week of a month. This blended learning format allows students to choose between online and on-site studies and to continue working while studying.

The Aviation Management programme can also be suitable for those with a bachelor’s degree in management, and who like to work with finance, statistical analysis, and budgeting. In aviation, you need people who can do market analyses. Finally, some people have always dreamed of working in aviation, who are passionate about it, who have studied background – for them, taking this programme can be a step towards working in this field.

What skills do the students of the programme hone?

IA: In obtaining a Master’s degree, a person learns to look at things more broadly and develops the skill of critical thinking and the ability to make decisions in critical situations. I always include such issues as the main task in my exams: I voice a problem that may arise with an aircraft and give 40 minutes to find a solution. If a student doesn’t show that he or she can at least start thinking in the right direction, I don’t credit the exam. This is a necessary skill for engineers like Yury, who are dealing with sudden malfunctions when there may be one hour left before the plane is scheduled to take off.

Problem-solving skills are important for the pilots, who sometimes have no more than 3 seconds to make a decision, and for the crew as well. There was a real case in the early 1980s when one of the four engines of an IL-18 aircraft caught fire and fell off at the beginning of the flight. The stewardess, who incidentally also had a university degree, managed to calm the panic in the cabin by saying: ‘Dear passengers, don’t worry, it’s time for this engine to be repaired, and we just parachuted it to the repair plant’. The passengers laughed and calmed down, and the pilots managed to land successfully at the nearest airport.

In this way, Master’s education empowers aviation specialists to make the right decisions and later to develop their careers by promoting to managerial positions.

YS: Indeed, studying at a Master’s level broadens the professional outlook, adding knowledge and skills to the basic skills acquired earlier. We talk about how a person can act in non-standard situations, how they can choose the best solution from a variety of solutions, how they can implement this solution both independently and working in a team.

What makes the TSI’s Aviation Management programme stand out from other aviation master’s programmes?

IA: This double degree programme is designed in cooperation with the University of the West of England (UWE Bristol). From UWE, the alumni get a degree “MSc in Aviation Management and Sustainability”, so there is an emphasis on sustainable solutions.

A special value of the programme is the lecturers. More than half of the lecturers are experienced practitioners who hold managerial positions in aviation companies. One is a Member of the Board at Riga International Airport, and the other is a Director of the Aviation Department at the Ministry of Transport of the Republic of Latvia, who supervises the entire aviation industry in Latvia. We have Prof. Romano Pagliari, Special Adviser to the Board of Directors at Luton Airport, etc. One of the subjects is also taught by a former representative of General Electric, which produces the engines that power most modern aircraft.

Student’s experience

Egija Vilka, student of TSI and UWE Bristol Double degree programme “Aviation Management”:

“I run a company in the aviation industry. I chose this programme because I want to promote sustainability as a shared responsibility for all of us. By taking care of the environment and sustainability, we take care of ourselves and future generations. The additional knowledge I gained at TSI will help me to implement technology in two projects that will contribute to sustainability. One project relates to sustainable aviation fuels and their use in the near future. And the other big project is the digitalization of the aviation refueling industry, where we want to go in the so-called “paperless” direction, using fewer resources while operating more efficiently.

I found the courses “Engineering Project Management” and “Airport Management” particularly relevant in my studies. Although I am already familiar with aviation and the airport environment, these courses helped me organize my thought process.”

www.tsi.lv

Within the study, known as ECLIF3, Airbus set out to explore the impact of using Neste’s 100% SAF on both Rolls-Royce Trent XWB engines of an A350. It transpired that, as well as reducing the carbon footprint, contrails were also impacted.

Airbus discovered that, when compared to a reference Jet A-1 fuel, the number of contrail ice crystals per mass of unblended SAF consumed was reduced by 56%, which the company claims could significantly reduce the climate-warming effect of contrails.

Global climate model simulations conducted by the German Aerospace Center (DLR) were used to estimate the change in the energy balance in Earth’s atmosphere – also known as radiative forcing – by contrails.

The impact of contrails was estimated to be reduced by at least 26% with 100% SAF use, compared to contrails resulting from the Jet A-1 reference fuel used in ECLIF3.

These results show that using SAF in flight could significantly reduce the climate impact of aviation in the short term by reducing non-CO2 effects such as contrails, in addition to reducing CO2 emissions over the lifecycle of SAF.

DLR chase plane

A DLR chase plane, specifically a Dassault Falcon 20ER, was used to follow the Airbus A350 to gather live information during the study.

Markus Fischer, DLR Divisional Board Member for Aeronautics, said: “The results from the ECLIF3 flight experiments show how the use of 100 percent SAF can help us to significantly reduce the climate-warming effect of contrails, in addition to lowering the carbon footprint of flying – a clear sign of the effectiveness of SAF towards climate-compatible aviation.”

Details about the new findings were shared by Airbus, DLR, Rolls-Royce and Neste on June 6, 2024, and passed to the Copernicus journal Atmospheric Chemistry & Physics (ACP) as part of a peer-reviewed scientific process.

Mark Bentall, head of Research & Technology Programme, Airbus, said: “We already knew that sustainable aviation fuels could reduce the carbon footprint of aviation. Thanks to ECLIF studies, we now know that SAF can also reduce soot emissions and ice particulate formation that we see as contrails. This is a very encouraging result, based on science, which shows just how crucial sustainable aviation fuels are for decarbonising air transport.”

Most airlines, particularly in the United States (US), are being forced to find increasingly inventive ways to recruit pilots or enhancing pay offers to attract talent. According to CAE’s latest Aviation Talent Forecast (2023), the civil aviation industry will require 284,000 new pilots over the next 10 years.

While many profess to have the answers to the global pilot shortage, a smart thinking company run by a former Head of Training at Ryanair is providing genuine solutions to a problem with which the aviation industry continues to struggle with. 

In adopting a holistic technological approach to recruitment and training, the Airline Pilot Club (APC) is transforming how airlines discover and train the pilots of tomorrow, ensuring a consistent supply of well-prepared, highly skilled pilots ready to meet the demands of the aviation industry.

Airline Pilot Club

Andy O’Shea, CEO of the Airline Pilot Club (APC), spent 28 years at Ryanair with 18 of those as Head of Training, where more than 10,000 newly licensed pilots were selected and trained to become safe and effective airline pilots.

During his tenure, Ryanair grew from an airline operating 26 aircraft to one that flew 460 and as Chair of the European Union Aviation Safety Agency’s (EASA) Aircrew Training Policy Group, Andy introduced the APS MCC to the pilot training industry.

His wealth of knowledge and invaluable insights led him to believe that a new approach to pilot training and recruitment was needed, one that would become a transformative force in the aviation industry.

He believed that, for too long, pilot training and recruitment had operated as separate entities, often leading to inefficiencies and a mismatch between training competencies and airline requirements.

Andy knew that a holistic approach, in which recruitment and training are viewed as interconnected components of a single process, was needed to meet the industry’s demands. An approach that creates a community to connect aspiring pilots, Approved Training Organizations (ATOs) and ultimately airlines looking for pilots or experienced recruits.

Andy told AeroTime: “Once the airlines announce that there are jobs, there’ll be plenty of applicants, but what we can do is help them very easily and quickly find the right people culturally, technically, education wise, with the right competencies, attitude, knowledge, skills. Our task would be to do all that integration using our experience and software and deliver safe and efficient pilots on-time and ready to go”.

How the Airline Pilot Club works 

At its core, the Airline Pilot Club is a community that transforms aspirations for a career as a pilot into a viable and tangible goal. By investing in the development of aspiring pilots and providing them with access to topflight schools, APC ensures airlines can find the most suitable candidates.

APC’s airline partners include HK Express Airways, owned by Cathay Pacific, and the Colombian flag carrier Avianca, both of which draw on APC’s expertise and state-of-the-art technology such as data analytics and artificial intelligence (AI) to access the candidates best suited for pilot positions.

In a climate where airlines are battling to win the services of highly trained aviators, APC enables its partner carriers to get ahead of their competitors.

APC’s Airline-Ready Pilot Pool is a key tool to align pre-screened, well-trained cadets, as well as experienced pilots, with carriers, streamlining the path from training or recruitment to cockpit. While APC’s AI and data analytics ensure only the most qualified candidates make it to Airline-Ready Pilot Pool creating a treasure trove of talent for carriers to access.

“The results of this interconnected community can be more efficient and effective training, reduced cost, and a faster career progression,” Andy said.

Focus on AI and technology solutions

With its ambition to play a pivotal part in shaping the future of the aviation industry, APC is continuously looking at ways to further develop its technology platforms to include more advanced training and recruitment tools.

Much of APC’s work draws on highly sophisticated AI and technology solutions, enabling airlines, experienced and aspiring pilots, and flight schools to gain invaluable insights to drive recruitment and optimize training. 

APC believes that its AI systems can even be used to anticipate and adapt training for future trends in aviation, not only to meet current demands but also anticipate challenges yet to come. 

From APC’s Airline-Ready Pilot Pool to psychometric assessments to its Evidence-Based Training (EBT) and Personal Evidence-Based Training (PEBT) Optimization Suite, AI and technology solutions are central to its success. 

The EBT and PEBT Optimization Suite enables airlines, as well as independent pilots and instructors, to personalize and optimize training programs and adapt materials and methodologies to meet the unique needs of each trainee

As Andy said, by personalizing the training experience through the Optimization Suite, APC is “not only enhancing learning outcomes but are also making strides in flight safety and operational efficiency”.

The suite is also able to provide real-time, actionable feedback with detailed, data-driven insights into a trainee’s performance, competencies, and progress and is highly compatible with various airline training record systems allowing for smooth data exchange.

System integration between APC and airlines ensures that all relevant data is up-to-date and synchronized across both platforms, thus improving the efficiency of training and the overall safety and effectiveness of aviation operations.

And with the systems working in tandem, historical training data from the carrier’s records can be drawn out and new training assessment and performance data pushed back into the system.

The AI suite is also capable of analyzing vast amounts of data from simulation exercises, in-flight performance, and other training activities to pinpoint areas where a trainee may need additional support or guidance.

And because the information gathered is individual specific, airlines and trainers can use their time and resources in the most effective way.

How APC delivers for airlines

APC partners with airlines like HK Express Airways and Avianca to enhance recruitment processes and enable carriers to connect with potential recruits. These partnerships aim to facilitate access to top-tier talent and align training programs with airline-specific needs.

The company’s collaboration with HK Express was cemented to provide the airline with access to pilots and build brand awareness among the pilot community globally while APC’s continued relationship with Avianca aims to create an end-to-end approach for recruitment, training, and long-term development. 

From utilizing Symbiotics’ psychometric assessment, or using AI data-driven candidate selection, to partnering with the best flight schools, the end goal is to provide aspiring aviators with their dream job and provide airlines with access to pilots who are ready for the challenges ahead.

With APC’s Software as a Service (SaaS) platform, AI technology and airline industry know-how, operators benefit from an enhanced recruitment process and access to the right pilots. 

And by using APC’s Airline-Ready Pilot Pool, carriers anywhere in the world can benefit from a pipeline of skilled pilots who are extremely well-prepared for their journey into aviation.

“This initiative will not only streamline the recruitment process for airlines but also open up unparalleled career opportunities for aspiring pilots,” Andy said. 

Airlines can also be sure that APC’s commitment to high-quality training, plus a meticulous evaluation process that leverages both AI and data analytics, ensures that the Airline-Ready Pilot Pool only includes the most qualified candidates, guaranteeing a consistent standard of excellence. 

How APC delivers for Approved Training Organizations

For aspiring pilots, learning to fly at a flight school is an essential step in their career but finding the right one is crucial for their development.

With its portfolio of talented prospective aviators APC collaborates with a network of APC vetted worldwide Approved Training Organizations to provide high-quality, industry-relevant training programs. 

The selected schools offer training, Commercial Pilot License (CPL), and Integrated and Modular Airline Transport Pilot License (iATPL) and Approved Training Organizations can also use APC’s platform to find potential students who would benefit most. 

The close partnership between APC and the selected flight schools means that trainees are not only equipped with the ability to fly, but also ensures they possess the mindset and adaptability that airlines require of pilots in the modern age.

How APC delivers for aspiring pilots

Aspiring aviators with APC are given access to exceptional career opportunities while they are guided through the process of becoming a qualified pilot.

Those already qualified or currently in training also receive support from APC and are able to access the next steps of their journey to find employment with an airline.

According to APC, 40% of licensed pilots who apply for an airline job do not reach the required standard. Becoming a pilot requires a blend of ability, behavior, and innate capability that unfortunately not everyone can achieve. However, by using technology strategically, APC can select the candidates most likely to succeed. 

Using psychometric technology and advanced AI tools, APC provides aspiring pilots with an early indication of their aptitude and personality traits, in relation to a potential career at an airline. 

“The report tells you where your strengths and weaknesses are, and the whole idea behind the training content that we have in our free learning management system is to enhance the areas that might have been identified as being weak, or even strong,” Andy explained.  

Those found to possess the right attributes can access the Pathway to Pilot Competence e-learning course, which includes modules on Crew Resource Management (CRM) and Pilot Competencies (ICAO/EASA), amongst others. 

The program was developed by APC training experts to airline pilot standard and provides candidates with insights into the human aspects involved in being a pilot.  

APC can also customize training to address the specific needs of individuals, thus enhancing learning outcomes through a competency-based approach. 

APC’s integrated approach delivers pilots who are not only technically proficient but also equipped with the soft skills necessary for effective teamwork and leadership in high-pressure environments. 

The Airline Pilot Club (APC) is setting a new standard in the aviation industry by integrating recruitment and training into a seamless, technology-driven process. Under Andy O’Shea’s visionary leadership, APC uses advanced AI and data analytics to address the global pilot shortage, providing airlines with well-prepared, highly skilled pilots. 

By partnering with leading airlines and top-tier flight schools, APC ensures that aspiring pilots receive the best training and support, paving the way for a successful aviation career. This innovative approach not only meets current industry demands but also anticipates future challenges, positioning APC as a transformative force in the future of aviation. 

For airlines seeking top-tier talent and for individuals aspiring to reach the skies, APC offers an unparalleled pathway to success.

To find out more visit the Airline Pilot Club website.

The ALSIM AL172, certified as an FNPT II (EASA), replicates the Cessna 172SP Skyhawk with a Garmin G1000 NXI and GFC700 autopilot.

“Turkish Airlines Flight Academy accelerated its quality and superior training with the aircraft, simulators and other requirements it acquired, aiming to train professional pilots in order to meet Turkish Airlines’ increasing need for qualified pilots,” TAFA CEO İbrahim Zeki Akyurt explained. “The reason we chose the AL172 simulator is that its cockpit is an exact replica of the Cessna 172SP Skyhawk NAV III aircraft and ALSIM offers proven and reliable FSTD models.”

“Instructors sit on simulators for thousands of hours, so we know that providing them comfort and ease-of-use is key. That’s why we spent so many hours perfecting our Instructor Station,” Leonardo Rodrigues, ALSIM Sales Manager, added.

TAFA, founded to support Turkish Airlines’ pilot needs, operates with 40 training aircraft and multiple simulators, training around 300 graduates annually.

“Our industry is at a pivotal moment where traditional training methods must evolve to meet the dynamic demands of modern aviation,” said Andy O’Shea, CEO of APC. “The EBT & PEBT Optimization Suite is designed to provide airlines with precise, data-driven insights and continuous improvement mechanisms, paving the way for more effective and efficient pilot training.” 

The EBT & PEBT Optimization Suite offers a comprehensive analytics and development platform that integrates advanced AI algorithms, aviation psychology, and industry-standard competencies to enhance training programs. Key features include: 

• AI-powered analysis: Advanced algorithms analyze instructor and pilot performance, identifying strengths and areas for improvement. 
• Expert insight integration: Combines AI analysis with insights from seasoned aviation psychologists for a multidimensional perspective on training effectiveness. 
• Dynamic reporting tools: Customizable reports detail candidate assessments, training outcomes, and improvement suggestions. 
• Continuous improvement mechanism: Feedback loops and continuous monitoring ensure training programs evolve with industry standards. 
• Training customization recommendations: Provides actionable recommendations for addressing competency gaps and leveraging strengths. 
• Safety and efficiency focus: Enhancements prioritize flight safety and operational efficiency, aligning with regulatory standards. 

Benefits for heads of training: 

• Ability to implement training solutions at the right time: Ensures that training solutions can be deployed when most needed without disrupting ongoing training programs. 
• No impact on current approved training program: The suite operates independently of existing approved training programs, allowing seamless integration and approval processes. 
• Ability to use innovative training tools (xR, Online Courses, etc.): Incorporates the latest in training technologies, providing flexibility and adaptability in training methods. 

For airlines and flight training organizations, the head of training remains integral to the process by approving the PEBT program. This program, while logically separate, can be seamlessly integrated using current tools and technologies, with AI ensuring compliance and efficiency. 

Andy O’Shea, the CEO of APC and former Head of Training at Ryanair, emphasized the importance of this new suite: “By utilizing AI and expert insights, we can ensure our training programs are not only compliant with the latest regulations but also optimized for maximum efficiency and safety. This is a game-changer for the industry.” 

APC’s EBT & PEBT Optimization Suite promises significant benefits for airlines, including enhanced training effectiveness, improved operational safety, data-driven decision-making, cost efficiency, regulatory compliance, talent attraction, and adaptability to changing operational scenarios. 

About Airline Pilot Club: The Airline Pilot Club (APC) is a respected authority in aviation training and pilot development. APC’s mission is to connect quality-assured students with top-tier Approved Training Organizations (ATOs) and introduce them to recruiting airlines. APC leverages advanced technologies and a holistic approach to ensure a consistent supply of highly skilled pilots ready to meet the demands of the aviation industry. 

For more information, please contact: 

Roisin O’Shea   

Email: roisin@theairlinepilotclub.com 

“We are thrilled to announce the expansion of our platform to encompass aviation consumables,” stated Toma Matutytė, CEO of Locatory.com. “Recognizing the critical role of procurement of chemicals and other consumables in aviation operations, we are dedicated to empowering businesses with the necessary resources for success. Our newly introduced marketplace section will significantly simplify the procurement journey, enabling smooth access to essential chemicals while fostering connections with reputable suppliers.” 

The introduction of the Locatory.com chemical marketplace offers a lot of additional advantages for both buyers and sellers. For buyers, the platform offers unparalleled access to a diverse range of aviation-grade chemicals and other consumables sourced from a global network of trusted suppliers. 

Traditionally, procuring aviation chemicals and consumables required direct or semi-direct dealing with various distributors and manufacturers, a laborious and disjointed process. Locatory.com streamlines this ordeal by serving as a centralized hub, presenting buyers with a comprehensive catalog of chemicals sourced from different suppliers worldwide. This consolidation enables buyers to effortlessly compare offerings, pinpoint specific chemical grades or formulations, all within a singular, user-friendly platform. 

“We have started with introduction of the globally known sellers and suppliers of aviation chemicals into our marketplace. Therefore, from now on, such distributors are already offering a wide array of items, which can be accessed via our platform together with other businesses, offering aviation parts and services – all in one place. That way, our dedicated marketplace section offers an extensive array of aviation consumables, serving the diverse needs of aircraft maintenance and operations,” Matutytė explains. “And this is just the beginning. We now have listed everything from cleaning agents and corrosion inhibitors to sealants, and the section is already growing in three key areas: the number of items listed, the geographical accessibility of the chemicals, and the number of sellers offering a variety of products at competitive prices.” 

Of course, as Locatory.com goes beyond simply listing aviation consumables, the platform offers advanced search functions that allow buyers to filter products based on specific criteria like chemical type, grade, quantity, and location. That way, seller’s products are seen by the most relevant buyers actively searching for those specific chemicals in the most convenient location. 

Solving Main Challenges of Aviation Consumables Procurement 

Locatory.com is shaking things up in the aviation industry by becoming the first major marketplace to offer a dedicated section for aviation consumables. This innovative move seamlessly integrates these essential products into their existing catalog, further solidifying their position as a one-stop shop for everything, related to aviation. Customers can now ditch the hassle of searching multiple vendors – from now on, Locatory.com will cater to all their needs, be it parts, services, tooling, or even crucial aviation chemicals like sealants, fire retardants, hydraulic fluids, paints, or coatings.  

However, it’s important to acknowledge that even though such aviation consumables, as, for example, aviation chemicals, may be relatively inexpensive compared to multi-million-dollar aircraft parts, their procurement and logistics pose a significant challenge. As Matutytė highlights, “consumables are relatively cheap products, when in aerospace sector we have a part that usually costs hundreds of thousands or even more, up to millions of dollars. And it is quite well-known fact within the industry that the true complexity lies in storing and shipping aviation chemicals and other consumables.” Unlike most of the major parts, these critical supplies present some unique challenges, such as limited lifespan, humidity, or temperature sensitivity. For example, many aviation chemicals have a short shelf life, requiring strict inventory management and careful consideration of purchase quantities to avoid spoilage and wasted resources. 

Moreover, certain aviation chemicals are highly sensitive to temperature fluctuations, so, maintaining proper storage and transportation conditions is necessary to preserve their efficacy and prevent them from degrading or becoming unusable. And, of course, among aviation chemicals and consumables, there are also a lot of hazardous materials, and that is posing additional risks during storage, transportation, and use. Flammability, toxicity, and corrosiveness are just a few of the concerns that demand special handling procedures, as well as adherence to various safety guidelines. 

Besides, various regulations mandate the proper tracking of hazardous materials throughout the supply chain. This requires keeping the relevant documentation and, sometimes, even additional records to ensure compliance and maintain a clear audit trail. 

Streamlined Procurement Process 

Beyond simply listing chemicals, Locatory.com simplifies the entire procurement process. The platform offers tools for requesting quotes, yet the new section for chemicals and consumables, due to the specific nature of such items will be able to select a simple ‘buy now’ function to acquire items directly from the seller – while also having an option to collect the RFQ. This eliminates the need for lengthy exchanges of information, streamlining communication between buyers and suppliers. This comprehensive approach to procurement ensures a smoother and more efficient experience for all parties involved. 

Additionally, buyers also should be ready to benefit from a very competitive pricing as Locatory.com fosters an environment that promotes competition among suppliers. With a wider pool of vendors offering their chemicals on the platform, buyers would be able to compare prices and specifications more easily. This transparency allows them to explore more favorable deals and potentially secure lower costs for their chemical needs. 

Transparent Transactions 

The traditional chemical procurement process can often be opaque, with hidden fees or unclear terms. Locatory.com aims to provide a platform that fosters transparency throughout the transaction process.  Detailed listings with clear pricing structures, together with readily available product information.

By offering a user-friendly interface and reliable customer support, Locatory.com ensures that buyers have all the necessary tools to make choice, which will benefit their business operations. This ultimately leads to smoother transactions and increased trust between buyers and sellers in the chemical procurement industry. Sellers are also about to benefit from such expansion, as now they can more easily list a wider range of products on the marketplace. The ability to reach a wider audience of potential buyers translates into significant business advantages. 

Global Reach 

Traditional marketing methods for chemicals often involve regional trade shows or targeted advertising campaigns. Locatory.com breaks down these geographical limitations. The platform acts as a global marketplace, attracting buyers from across the globe. This allows sellers to showcase their products to a diverse pool of potential customers, increasing their chances of securing new business opportunities. By leveraging Locatory.com’s global platform, sellers can connect with buyers in different regions and tap into new markets that were previously inaccessible. This not only boosts sales potential but also fosters business growth through strategic collaborations and partnerships on a global scale. 

Reaching new customers can be expensive. Locatory.com offers a cost-effective marketing channel for sellers. By listing their products on the platform, sellers gain access to a vast network of potential buyers without the need for extensive marketing campaigns. This allows them to focus their resources on other aspects of their business while still expanding their customer base.

As commercial fleets and air traffic volumes continue to rise, airlines and operators are seeking highly skilled aviation professionals. CAE’s Aviation Talent Forecast 2023 projects substantial future demand, with an estimated 3 million civil aviation professionals needed over the next decade and 284,000 new pilots required in the next 10 years, indicating a 39% surge in pilot demand from 2023 to 2032.

“The increase in flights and active aircraft fleets are primary drivers of demand for civil aviation professionals. In this regard, airlines are currently facing challenges in pilot recruitment. With pilots retiring at 65, early retirements, training gaps due to COVID, and an aging pilot demographic, demand for pilots is high and expected to rise. For those contemplating a career in piloting, the time has never been more opportune. Whether aspiring to fly commercial airliners, private jets, or military aircraft, the first step towards this is successfully navigating the pilot selection process,” says Jekaterina Shalopanova, the Chief Operating Officer of Aerviva.

Based in Dubai, Aerviva is an international aviation recruitment consultancy that provides recruitment, onboarding, and contract management services for aviation personnel globally, as well as staff leasing and aviation consultancy solutions.

“With over a decade of experience in the industry, our clients trust our comprehensive candidate vetting process, which adheres to essential FCL, ICAO, and EASA standards. Having successfully placed over 10,000 candidates in various aviation roles, we have demonstrated our ability to deliver top-notch recruitment services,” comments Shalopanova.

Understanding the pilot selection process is essential for aspiring pilots. As commercial fleets and air traffic volumes increase, airlines and operators are in need of highly skilled aviation professionals.

In the interview with Aerotime, Jekaterina Shalopanova provides valuable insights and expert guidance on how to prepare for the pilot selection process.

Key aspects include researching specific requirements, understanding interview structures, emphasizing flight experience, readiness for simulator assessments, comprehending aircraft systems, aerodynamics, navigation procedures, and regulations.

“Success in the pilot selection process requires thorough preparation, diligence, and professionalism, showcasing not only skills and knowledge but also passion and commitment to aviation industry,” highlights Shalopanova.

Watch the full interview

For more information on aviation industry recruitment processes and available job positions, expert assistance is available at www.aerviva.com to help navigate this complex field.

Calhoun, an administrator since 2009 and CEO of the aerospace giant since early 2020, is set to leave his position by the end of the year. Boeing confirmed the decision on March 25, 2024, while the manufacturer was under increasing pressure after a series of production issues in 2023 affecting the 737 MAX and 787 Dreamliner models, and the Alaska Airlines Boeing 737 MAX 9 door plug blowout on January 5, 2024.

Steve Mollenkopf, the chairman of the board at Boeing, stated that a thorough process is in progress to select a new CEO capable of leading the company.

Boeing is “committed to a process that will identify the next CEO to lead Boeing through our current challenges and into the future,” Mollenkopf said, quoted by Reuters.

The results of the votes on the resolutions have not yet been disclosed. They are expected to be filed with the US Securities and Exchange Commission (SEC) in the coming days.

According to the US Attorney’s Office of the Southern District of New York, the flight attendants have been charged in connection with their “years-long participation in smuggling narcotics trafficking proceeds from the United States to the Dominican Republic on commercial flights”.

The defendants, identified as Charlie Hernandez, 42; Sarah Valerio Pujols, 24; Emmanuel Torres, 34; and Jarol Fabio, 35, were arrested on May 7, 2024. 

The four have been accused of engaging in drug money smuggling activity from New York’s John F Kennedy Airport (JFK) to the Dominican Republic from 2015 to at least 2022. During those years, all of the defendants were employed as flight attendants with different international airlines that operated routes between New York City and the Dominican Republic.  

“As alleged, these flight attendants smuggled millions of dollars of drug money and law enforcement funds that they thought was drug money from the United States to the Dominican Republic over many years by abusing their privileges as airline employees,” US Attorney Damian Williams said in a statement. 

“Today’s charges should serve as a reminder to those who break the law by helping drug traffickers move their money that crime doesn’t pay,” Williams added. 

According to the official complaint, the flight attendants used their privileges as members of the Known Crewmember Program, which allows airline employees to go through a separate, expedited security lane before going to the terminals. 

Prosecutors alleged that the four have smuggled a total of around $8 million in bulk cash to the Dominican Republic.

Out of recovery mode and on a growth trajectory, aviation is now struggling to meet the rising demand for air travel. Talent shortage is at the root of the challenge. Aviation professionals who left the sector during the pandemic downturn are slow to come back, and the numbers of new specialists cannot quench the industry’s thirst for fresh talent. For instance, projections show that the global pilot shortage could reach 50,000 pilots by 2025.

For Sandra Diaso, Head of Human Resources at KlasJet, the key to bringing people into aviation – and keeping them there – is treating them as individuals. We sat down with Sandra to discuss the continuous demand for new talent, the role of high-tech in HR, and the importance of the human touch in aviation.

Tell us a little bit about your general experience in the aviation industry.

The first thing I’d say is that, in aviation, you can never claim to be an expert. It’s a continuous process of learning from experience. With that said, I have been working in the industry for  almost a decade now, so I do have quite a bit of accumulated knowledge. Especially since I’ve had the opportunity to observe the industry from different angles.

I started out as a Training Manager, and was responsible for organising trainings for pilots and cabin crew. After a year of doing that, I was invited to join the company’s HR department, where my job was handling recruitment and payroll.

For the past three years, I’ve been the Head of HR, which massively expanded the scope of my work, as I’m now responsible for both the administration and the flying personnel of the entire organisation, globally. As I like to say, “24 hours in a day is not enough”.

What industry-related challenges have you been facing in your daily work?

Aviation is a truly global business, meaning it’s sensitive to any turbulence coming from economic development, changes in oil prices, geopolitical shifts, war, border closures – and tons of other events that send waves across the world.

The primary concern for aviation today is, however, safety. During COVID, the common prediction was that it would take us 2-3 years to rebound when it was over. As it turned out, it took several months. For this reason, demand for aircraft, flying personnel, cabin crews, and pilots is still very high. This, in turn, means that standards have dropped off slightly as airlines are forced to prioritise quantity over quality. So, the question of how to maintain, and increase, safety is definitely a top priority.

Regarding opportunities – in the 21^st century, there’s no shortage of those! With modern IT and AI technologies, we can optimise our daily activities – and this includes HR – to an unprecedented degree. This enables us to work faster, be more productive, and further up our game in terms of quality.

Speaking of AI, do you see any potential applications of it to aviation that we could look forward to?

In aviation as a whole, extensive adoption of AI solutions may not happen very soon, because our industry is very strictly regulated. Specifically in HR, on the other hand, we’re already using an AI-powered recruitment system and it’s a really big help. For instance, once an applicant uploads his resume, the system uses the information it contains to automatically create a user account for that applicant. This reduces the need for that manual work. It can also predict, with some accuracy, the applicant’s key skills, qualifications, and other characteristics.

What is your strategy for attracting top talent?

The labour market has already changed quite a bit, in part because of generational turnover. In response to what young people care about the most, we’ve de-emphasised salary, and are now focusing more on employer branding, work-life balance, commitment to innovation, and rapid career advancement. Let me expand a little bit on that. So, as far as the employer branding is concerned, we are concentrating on communicating how we are a dynamic and elite option, but also supportive and nurturing. A good work life balance is something that is expected so it’s important for us to emphasise that burnout and overwork do not need to go hand in hand with a career in aviation. Then there’s the fact that young people want fast career paths, they are, after all, eager, and can be quite impatient. That’s why some of our programs like our Cadet Academy are so vital, as they allow us to give qualified and ambitious talents the help they need to climb the professional ladder. That’s why we have the slogan,”learn with Klasjet.”  But more than anything else, the biggest thing for us is building that personal bond and making sure that we keep it going. You need to make sure that you actually take the time to meet people in person and keep that personal connection going throughout their training and into their working life. That’s why face to face is so important for us. We also are working to find the talent young and give them the help they need, both in terms of financial support via the funding and mentoring that they need to get into the industry.

Are you able to address the shortage of qualified pilots in any way?

Since this is undoubtedly going to remain a problem for years to come, we’re already taking some proactive steps to address the shortage through direct intervention. Specifically, we’re launching a cadet academy, which is very similar to traditional flight academies, but exclusively available to our employees. This initiative not only helps us cultivate our own qualified pilots but also strengthens our workforce by investing directly in those who already contribute to our operations. Graduates of our cadet academy will receive Type-R certification, enabling them to operate within our Boeing fleet. Additionally, they will have the opportunity to join our company as pilots, where they can accumulate flying hours and become invaluable assets to our team. By fostering growth and loyalty among our people, we’re building a stronger future for our airline.

How do you foster a positive working environment and promote employee engagement?

As we continue to expand – just last year the company grew by 221%! – we’re trying to keep our human touch, rather than become a massive, impersonal organisation that people feel increasingly alienated by. For instance, I know everyone’s names, I know their stories, we chat, I inquire about their families. And it really works!

We’re also trying to meet the high demand for training and fast career advancement opportunities, and to engage with employees directly through face-to-face conversations and a variety of initiatives. To this end, we hold weekly or monthly meetings, and every quarter I personally go to visit different bases. I talk to people there, ask them about how they’re doing. With this alone, I’ve found, half the problems resolve themselves automatically. We also have an insider’s newsletter, where everyone – from office workers to pilots and flying personnel – is free to share their achievements, progress, interesting stories, what have you. This is also a good way to reduce the gap between employees who don’t normally come into contact.

What are you doing to ensure equal opportunities at work and minimise discrimination?

Our goal is to create a fair and respectful environment for all. Performance is what matters, in the end, so we’re focusing on people’s skills and abilities, not their age, gender, race, or anything else. To make it really clear to our employees that we genuinely care about this, we also hold special annual training sessions. 

Having recently achieved such extraordinary growth, we now have employees from all five continents – which is great, because one of our key values as a company is unity! We highly value the insights, suggestions, and ideas that people of different backgrounds and cultures bring to the table.

Do you have a sense of what the future holds for HR specialists in your industry?

One crucial thing is that, if you want to be at least one or two steps ahead of the competition, you must be proactive. More specifically, you must stay up to date on whatever’s going on around you – in other airlines, aviation-related companies and brands, the list goes on. This is necessary to have a clear picture of where you stand in relation to other airlines, and to be able to plan and make informed decisions.

Another thing we’re likely to see more of in the future is fostering employee development in-house. For instance, there aren’t very many HR specialists experienced in aviation, which makes it important to pass down your knowledge to those around you. This creates new opportunities for others – and, why not, makes your own job that much easier.

What sets KlasJet apart in this very competitive environment?

I think that our low turnover of staff is the best illustration of what I hope we are doing right. As I said before, the real key is to focus on the individuals. First, of course, successful candidates need to have the talent and potential to go the distance. We are very exacting here when it comes to selecting talent. But it’s important to note that anyone is welcome here at KlasJet, as long as they measure up to our standards for performance. This is also something that we apply to ourselves as well. Then once you join us, we will do everything we can to support and develop you. And here, as I mentioned earlier, we really privilege building long lasting one to one relationships. We want to be a recognisable face, not just an email address. Through thick and thin, we are there to offer fully informed advice, the best training, and a supportive ear. That is why I think we can say that we stand out in the market.

The partnership aims to streamline operations and enhance safety by adopting TrustFlight’s Electronic Logbook (ELB) across the interCaribbean fleet.

The ELB replaces traditional paper-based processes, offering real-time insights into aircraft performance while eliminating time-consuming tasks. This move towards digitization aligns with interCaribbean Airways’ goal of operational efficiency and enhanced safety metrics.

“TrustFlight is committed to our global airline partners and we look forward to supporting interCaribbean Airways’ goal of going paperless,” said Karl Steeves, CEO, TrustFlight. “We are seeing the demand for Electronic Logbook solutions increase across all segments of aviation, led by commercial airlines, and we forecast that trend to continue as operators seek ways to enhance efficiencies in a post-COVID world.”

interCaribbean Airways operates a diverse fleet of aircraft, including Embraer, ATR, CRJ, and DHC-6 Twin Otter models. By adopting TrustFlight’s ELB, the airline aims to expedite information communication and maintenance processes, leading to improved operational efficiency.

“interCaribbean has been evaluating an Electronic Logbook solution and concluded TrustFlight offers the right blend of customization with one of the best user interfaces we have evaluated,” said Craig Chapple, COO of interCaribbean Airways. “We look forward to the implementation of this solution for positive benefits in enhancing our safety metrics, reduced risk, and improved digital compliance.”

TrustFlight’s Electronic Logbook facilitates fully digital workflows for crew and maintenance personnel, automating vital information to enhance speed and accuracy. Additionally, the ELB seamlessly integrates with existing systems, enabling users to maintain a connected digital ecosystem.

The decision comes after two KQ employees were arrested at Kinshasa International Airport (FIH) on April 19, 2024, by the Military Intelligence Unit (Etat-Major des Renseignements Militaires, formerly known as DEMIAP) of the Armed Forces of the Democratic Republic of the Congo. According to the airline, the employees remain detained with limited access to communication despite military court orders for their release. 

“The continued detention of our employees has made it difficult for us to supervise our operations in Kinshasa, which include customer service, ground handling, cargo activities, and generally ensuring safe, secure, and efficient operations,” Allan Kilavuka, Kenya Airways Group Managing Director and CEO said in a statement. “As a result, we reached a difficult decision to suspend flights to Kinshasa […] until we can effectively support these flights.” 

The employees were arrested over allegations of missing customs documentation for valuable cargo. KQ claims that the airline had yet to accept the cargo due to incomplete documentation from the logistic handler and that the arrest occurred while the cargo was still in the baggage section.  

The current approach methods at Tartu Airport rely on GPS signals, which are frequently disrupted in the area. Recent incidents forced two Finnair flights to divert back to Helsinki after GPS interference prevented a safe approach and landing at Tartu. 

“The systems on Finnair’s aircraft detect GPS interference, our pilots are well aware of the issue, and the aircraft have other navigation systems that can be used when the GPS system is unserviceable,” Jari Paajanen, Finnair’s Director of Operations, explained. “Most airports use alternative approach methods, but some airports, such as Tartu, only use methods that require a GPS signal to support them. The GPS interference in Tartu forces us to suspend flights until alternative solutions have been established.”  

During the one-month suspension period, Finnair will work to implement alternative approach solutions at Tartu Airport that do not depend on GPS signals to ensure the safe and smooth operation of flights. Passengers with bookings between Helsinki and Tartu will receive cancellation notifications from Finnair and be provided with further information regarding their options. 

Several European civil aviation authorities, including EASA, the French DGAC and the Finnish Traficom, have reported increased GPS signal disruptions affecting flights following Russia’s invasion of Ukraine.  EASA has identified four areas where GNSS jamming and/or spoofing has increased since February 24, 2022:  

• Kaliningrad region, surrounding Baltic Sea and neighboring States;   
• Eastern Finland;   
• The Black Sea;   
• The Eastern Mediterranean area near Cyprus, Turkey, Lebanon, Syria and Israel, as well as Northern Iraq.    

On March 13, 2024, a Royal Air Force Falcon 900LX aircraft carrying British Minister of Defense Grant Shapps on an official trip to Poland encountered GPS jamming near the Russian enclave of Kaliningrad.    

In particular, Elixir Aircraft is to expand its industrial capacity by setting up two new facilities in France and the US. 

The French startup is building a new 10,700 sq ft (994 sq. m) plant in the town of Aytré, near La Rochelle, the company’s hometown in Western France. It will produce composite parts for the fuselage and flight controls of its aircraft.  

Elixir’s composites technology borrows from the sailing industry and is based on the concept of casting the structure in one piece – hence the name ‘Carbon Onesho’ – thereby lowering the risk of technical issues and simplifying its maintenance. 

In parallel to this, Elixir also announced the setting up of its first site in the US, next to Sarasota Bradenton airport (SRQ), in Florida. Elixir Aircraft’s US facility will reassemble aircraft with components shipped from Europe in order to deliver them to US-based customers. The Florida establishment will also provide administrative and post-sales support to the US market. 

This expansion follows the successful closing of a €40 million funding round by Elixir Aircraft, which includes €13 million in public funds. The funds are mostly being facilitated by French institutions such as Bpifrance, a bank, VC firm Innovacom and the Nouvelle-Aquitaine Region (NACO), where La Rochelle is located. 

As of April 2024, Elixir Aircraft has already delivered 20 aircraft and has pre-orders for another 200 units.  

Elixir Aircraft has an ambitious growth program which should see it achieve a production rate of 400 aircraft per year by 2030 and employ a staff of 1,000, up from the current 150, within a decade. 

The P2006T NG is an improved version of the Tecnam P2006T, which has been in production since 2007. 

The Italian manufacturer has added more than 300 modifications to the previous version of this aircraft model, many of them in response to feedback from existing operators. These include larger windows, an additional cockpit door, a new twin fuel injected Rotax9121Sc3 powertrain with improved fuel efficiency, repositioned wing position and anti-collision lights, an upgraded control console and updated Garmin avionics. 

The aircraft also comes in a luxury version, called the P2006 NG SPORT, which features a designer interior with a black leather dashboard and numerous other handcrafted decor elements. 

FlyBy Aviation Academy, a pilot school based in Burgos, Spain, has been revealed as the launch customer of Tecnam P2006T NG. 

A UK AOC ensures unrestricted access to the UK ACMI and charter market, enabling ASG to increase its market share in this high-value market and worldwide. The airline plans to operate a fleet of two Boeing 737 aircraft this year and to further expand its fleet in the future.

“Obtaining the Air Operator Certificate and license takes a huge amount of work and resources and I’m extremely proud of everyone involved that we have been able to achieve this in time for the summer season. We will now focus on repaying the faith of our launch customer and establishing our sister company, Ascend Airways Malaysia. Our aim is to move our capacity seasonally between UK and Malaysia to access the growing South-East Asian market and maintain year-round utilisation,” says Alastair Willson, the CEO of Ascend Airways.

Irish based Avia Solutions Group currently holds twelve AOCs internationally and aims to establish and acquire four additional airlines across various countries, including Brazil, Thailand, the Philippines, Malaysia by the close of 2024. 

“Introducing new routes is more than just adding destinations; it’s about connecting cultures, facilitating business opportunities, and fostering relationships that transcend borders,” Universal Air’s CEO, Simon Cook commented.  

The new routes include flights from Malta to Cagliari in Sardinia, Perugia in Northern Italy, Nice in France, and Prague in Czechia. These additions complement Universal Air’s existing routes to Athens and Corfu in Greece, Ibiza in the Balearic Islands, Palermo in Sicily, and Pécs in Hungary. 

The summer flight schedule, operating from May to October 2024, will offer multiple weekly flights. Three times a week, flights will depart from Malta to Corfu and Palermo, and twice weekly to Nice, Athens, Ibiza and Perugia. Additionally, weekly flights will be available from Malta to Cagliari and Prague and between Prague and Cagliari. 

Augustinas Riskus, Deputy Chief Commercial Officer at KlasJet, shared his thoughts on the partnership: “After a series of successful collaborations with Marabu Airlines last summer, we are excited to take this partnership to the next level, this long-term contract is a natural progression of our relationship. We look forward to continuing to support Marabu Airlines in providing exceptional travel experiences to their clientele.”

Axel Schefe, CEO at Marabu Airlines, also commented on the evolving partnership: “The transition from spontaneous agreements to a long-term partnership with KlasJet reflects our confidence in their ability to meet our needs and exceed expectations. Our experience working together has set a solid foundation for this collaboration, enabling us to offer even more quality and reliable services to our passengers. We are pleased to solidify our relationship with KlasJet and anticipate a productive cooperation that will benefit our valued passengers.”

Currently, KlasJet operates a 14-aircraft fleet consisting of 5 Classic Boeing 737 and 1 BBJ Boeing 737 with capacities ranging from 23 to 68 seats, and 8 Boeing 737-800 NG with a capacity of 186 or 189 passengers for ACMI leasing. KlasJet is part of the Avia Solutions Group family, the world’s largest ACMI providers (Aircraft, Crew, Maintenance, and Insurance), operating a fleet of 212 aircraft. The group also provides a range of aviation services including, MRO (Maintenance, Repair, and Overhaul), pilot and crew training, ground handling, as well as a variety of associated services.

As unlimited as the sky itself might be, opportunities for reaching the top of the career ladder tend not to be so broad. Sometimes they might even seem like a ‘closed club’. In fact, valuable networking opportunities – wrapped within a learning framework – are possible, if one knows where to look. For individuals seeking to upgrade or redirect their career trajectory towards the dynamic realm of decision-making, networking, advanced knowledge and skills of the aviation management industry, there’s no better time than the present to seize the opportunity for growth and prosperity, with the help of a master’s degree. 

Perfect Time to Benefit from Upgrading Your Qualification

The aviation industry, with its constant technological advancements and current global digitalisation, requires experienced and educated individuals, with a broad contacts network and advanced soft skills. Whether you’re an experienced aviation professional looking for a long-term career in the aviation industry and skills enhancement, or someone transitioning from a different field altogether, pursuing a Master’s programme in Aviation Management and Sustainability could be the catalyst for unlocking new levels and elevating your career to new heights. 

One reasonably affordable opportunity, unique within Europe, to obtain a master’s double degree in Aviation Management and Sustainability meeting the highest educational and practice standards, is available in the Baltic states, Latvia and Riga.  

TSI, Transport and Telecommunication Institute, is situated in the heart of the Baltics and holds a centennial heritage from its successors in aviation specifically. Successfully combining tradition with innovation, and engineering with social sciences, the university has close connections with the aviation transport industry within the Baltics and Europe, with the master’s programme in question having been created in collaboration with University of the West of England (UWE Bristol).  

What Aviation Management Masters Could Give You Besides a Degree Itself  

Adjusting to the needs of the employers and trends on the market, the TSI programme, in collaboration with UWE Bristol university (UK), provides a multi-level qualification upgrade. Double Degree in Aviation Management and Sustainability programme director, Berdymyrat Ovezmyradov, Ph.D., comments: “The key strengths of the programme are its quality, flexibility, and, specifically, industry links. Each semester, guest lecturers with many years of industry experience deliver highly rated specialisation courses.  

“For those undertaking internships, TSI provides comprehensive support, including excellent work experience with placements in local organisations – in particular Riga Airport – and advice from dedicated staff. In addition to professional knowledge, the curriculum is designed to develop skills in data analysis, independent research, critical thinking, leadership and teamwork. Outside the classroom, there are excellent opportunities to network and interact with peers and industry professionals.” 

Tailored to meet the demands of the ever-evolving industry, this programme equips students with the knowledge and skills necessary to excel in various facets of aviation management, from operations and logistics to human resources, sustainability and regulatory compliance. Therefore, broad opportunities in fairly specific areas of aviation are opened up for those choosing this line of study. Plus, a master’s degree in the field of aviation could make you stand out among other candidates looking for new career opportunities. 

Implementing Ideas & Growing Professional Skills 

Providing a holistic approach to ensure flexibility while also fulfilling skill set development, TSI supports students’ creativity and willingness to find solutions for existing and future problems facing the industry and provides practical experience that will be essential for their future daily work.  

“Master theses often involve research within aviation organisations. Recent topics have included the implementation of AI, fatigue and lean management in real companies. It is also highly recommended, and in some cases required, that the students attend university conferences to master the art of scientific and professional presentation. Each thesis and its defence is rigorously assessed by experienced professionals who hold senior positions in the airport and transport industries,” says Ovezmyradov, highlighting the close connection of the study process to industry representatives.  

Environment Beneficial to Professional Growth 

A learning infrastructure such as this influences the study process and provides benefits for one’s career on a worldwide scale. The Aviation Management and Sustainability programme director says: “Study spots in groups are limited to provide maximum attention to the students’ personal development. Highly in demandcourses taught by experts – senior TSI and visiting lecturers – ensure effective learning with personal attention given to each student. The partnership with UWE Bristol has enhanced the rigour and academic standards of the programme. 

“Double-degree programme graduates are those who are aware of sustainability issues and prepared for a variety of careers in the global aviation industry. A significant proportion of past graduates have gone on to new positions or promotions within airports, airlines and related organisations worldwide.”  

Unlocking Advanced Knowledge in Flexible Way 

There is no mystery to the fact that individuals trained specifically for the needs of the aviation management job market, with the goal of sustainable development, are in the highest demand. That’s particularly the case if the constant tracking of professional and social trends is in one’s personal field of interest.  

A versatile education that includes courses related to data analysis, decision making, sustainable supply chain management, multimodality, law, economy, human resource management, strategy, leadership, and other insightful themes, ensures a consummate training experience, combined specifically with networking opportunities. 

The programme is tailor-made for working professionals, with lectures taking three days in a row every third or fourth week, both at the TSI university campus in Riga and online. Learning from experienced aviation educators, while engaging with working professionals and crafting valuable connections in collaborative group settings, helps students to progress in honing their skills in data analysis, writing, presentation and communication, diving deeper into aviation management specifics. Getting valuable insights from the environment of the Riga Airport, a fast-growing Northern European air traffic hub connecting the Baltic countries with European business centres and the largest aviation company in the Baltics, further enriches this learning experience, ensuring its close-knit connections with the industry. 

Explore further and upgrade your career to the new heights today. WWW.TSI.LV  

Platforms like Locatory.com serve as vital hubs within the aviation supply chain ecosystem. Locatory.com effectively brings together multiple stakeholders, including OEMs, MROs, airlines, and suppliers, providing a centralized platform for streamlined collaboration, procurement, and exchange of aviation-related services and products. By consolidating these players into one cohesive hub, Locatory.com facilitates smoother operations, enhances efficiency, and fosters synergies across the aviation supply chain. 

Locatory.com was established in 2010 as an aviation marketplace with a wide range of aircraft parts and repair services that cater to commercial, OEM, MRO, military, and general aviation segments. Today, the platform boasts over 20,000 users, and is the preferred choice among distributors, traders, and MRO professionals, making up 71% of its user base, all while holding an inventory of over 100M unique civil and military line parts.  
 
Locatory.com is also a subsidiary of Avia Solutions Group, the world’s largest ACMI (Aircraft, Crew, Maintenance, and Insurance) provider, with a fleet of 212 aircraft, and a parent company of SmartLynx, Avion Express, Bluebird Nordic, BBN Indonesia Airlines, KlasJet, Magma Aviation and more. 
 
In an AeroTime interview, Toma Matutyte, Chief Executive Officer of Locatory.com offered insight into the global aviation supply chain and growth of the aircraft aftermarket. She detailed the company’s focus on improving its platform efficiency and adding maintenance and manufacturing slots to its platform. 
 
Matutyte noted that Locatory.com expects to further its integration of Artificial Intelligence (AI) solutions to its platform, backed by the growing influence of data and digitalization in the industry. 
 
“We have more opportunities to implement digital solutions,” Matutyte said. “These solutions will allow us to do much more with our systems.” 
 
As the aviation industry continues to embrace technological advancements and expand its global reach, Locatory.com remains poised to play a central role in shaping its future. With a clear vision of helping market players to further optimize their operations and excel in streamlining procurement processes, while, on the part of Locatory.com, further enhancing efficiency, providing exceptional customer service, and fostering a vibrant community of aviation professionals, it’s a platform which will undoubtedly continue to drive the industry forward, fostering growth and success for years to come. 
 
Watch the full interview. 

This project, which has been named the ‘Century Mission’, also aims to mark the centenary of the first aerial circumnavigation of the globe, which was completed in 1924 by eight members of the U.S. Army Air Service flying on four specially modified DT-2 torpedo bomber aircraft. 

On this occasion, the aircraft has been provided by Global Jet Care, an air ambulance services provider based in Florida. The expedition, which seeks to complete the journey in the space of 60 hours, is also being supported by a number of private sponsors. 

The funds raised by this initiative are destined to fund the restoration back to flying condition of one of the first production Learjets, an airframe that was delivered in 1964. 

The Century Mission set off from Wichita, Kansas, a city that’s the historical home of the Learjet production line. 

The flight path will take Global Jetcare founder Bart Gray and four other pilots and crew members in a westbound direction, with stopovers planned at 11 different airports in California, Hawaii, the Marshall Islands, Palau, Singapore, India, Dubai, Egypt, Italy, Portugal and Canada. If everything goes according to plan, the voyagers are expected to touch down again in Wichita 54 hours and 30 minutes after their initial departure. 

This procedure is a necessary step in order to restructure and find a buyer for the business, which has reportedly accumulated around $170 million worth of debt.  

ICON has explained that it will continue to operate and support its customers during the Chapter 11 process. 

Jerry Meyer, CEO of ICON Aircraft, said in a press release: “We plan to continue to produce and sell aircraft and provide first-rate service, training, and support to our customers. We believe this process will enable the business to address its current challenges and emerge with new ownership – stronger than ever – and continue building amazing planes with a focus on innovation, safety, and incredible flying experiences.”  

The ICON A5 is a pioneering two-seater amphibious aircraft launched in 2014. It retails for around $200,000 and it can be easily folded to be towed and transported by road or stored in a garage. 

Furthermore, demand for specialists will intensify in the future. Boeing, in its latest Pilot and Technician Outlook report, estimates more than 2 million new aviation personnel will be needed over the coming 2 decades, including 600,000 technicians. Meanwhile, last year, the Government Accountability Office (GAO) in the US forecast that 31% of all pilots currently working will retire in the coming 8 years.

Going Global to address staffing challenges

For many aviation companies, global recruiting is the solution, says Jainita Hogervorst, Director of Dubai-based Aerviva Aviation Consultancy, a company specializing in aviation recruitment and document management. In this article, she shares her insights on 3 key aspects of your global recruitment that you need to get right.

“Airlines and other aviation companies need to be well positioned to recruit globally in the coming years,” she argues. McKinsey agrees, stating in a 2023 analysis that airlines will need to broaden their horizons in terms of race, gender and socioeconomic diversity in their recruitment. This also aligns with Boeing’s forecasts. It predicts just under 1 million new aviation specialists will come from Europe and North America in the next 20 years. Naturally, the remainder will come from Asia, Africa, Latin America and Oceania, with Asia accounting for over 1.07 million.

“Of course, there are many strategies airlines need to follow to tap into this global talent,” continues Jainita. “However, I believe there are three keys to unlocking global recruitment. First, your technology setup. Second, your brand and outreach. And third, your approach to choosing the right candidates.”

The right tech setup for global recruitment

“New technologies mean aviation companies can offer a more personalized recruitment process to candidates anywhere on the planet,” says Jainita. “And personalization creates a better candidate experience.”

Predictive analytics is the first step in creating a personalized candidate journey, says Jainita. “It can analyze a candidate’s profile and predict how suitable they will be for your organization – you can proactively find candidates in new regions rather than waiting for them to find you.”

AI-powered chatbots are also a smart addition to a company’s setup, Jainita argues. “Global candidates will have lots of questions, including practical ones about relocation such as visas, working conditions and travel. An AI chatbot can handle these questions with detailed, relevant answers.” For example, international candidates can ask detailed questions to Airbus’ chatbot, Bessie – it handles over 12,000 interactions monthly. And since deploying Bessie, applications to Airbus from American, Chinese and Indian candidates are all up.

“Chatbots free up your HR team to deliver personalized input where it matters most – interviews, job offers, contract negotiations,” says Jainita. And technology can play a part in these stages as well. “Airlines are experimenting with one-way video interviewing. Candidates record videos of their answers to interview questions, which is a great solution when you are dealing with multiple time zones. You can also explore Virtual Reality (VR) or Augmented Reality (AR) during the recruitment process – they open up new opportunities for practical tasks during the interview process.”

Build your brand and engage locally

“When you start recruiting in new locations, your brand and reputation are super important,” explains Jainita. Boeing, in its latest Pilot and Technician Outlook report, highlighted the need to engage with future aviators and provide early career development programs. These are certainly sensible steps, says Jainita. “When your brand is less well known, engage at schools and universities to get young people aware of what you do. Especially in technical roles, you may be competing for STEM candidates with other engineering professions, so building awareness is key.”

It is also a sensible idea to research typical educational paths in the region you are interested in. “Be aware that there may be different expectations or stigmas attached to certain routes in new regions. What has worked for you in one country may not work in another,” cautions Jainita.

Think flexibly and prioritize skills

“In our industry, we can sometimes be quite rigid in what we look for,” explains Jainita. “But in new markets, flexibility is key. Look for candidates who have the right attitude and skills, rather than focusing too much on specific degrees or hard skills.”

Airlines like JetBlue have set up successful programs to reskill staff into their MRO teams. These programs have enabled cabin crew and other staff to gain mechanics qualifications.

“A smart approach is to have a range of roles on offer,” advises Jainita. “If you find a candidate with the right attitude, you can find a position to fit their experience and skill level. Then later you can look at your training programs to upskill some team members for the roles you need.”

SAA resumed operations in September 2021 with an improved operational capacity which encouraged the DPE to request a new valuation of the airline. 
 
“After the DPE requested that a new valuation of SAA be undertaken given the passage of time and vastly improvement economic and market conditions the DPE and Takatso were not able to agree on a revised transaction structure,” the DPE statement continued. “DPE will continue to work closely with the SAA Board to create a viable path forward.” 

On December 18, 2023, SunExpress and South African Airways (SAA) signed a Memorandum of Understanding (MoU) extending and expanding their current partnership agreement. The Turkish-German airline agreed to place two additional aircraft with South Africa for the 2024/25 winter season, bringing the total number of aircraft leased to South African Airways to four.

In their highly specific and little-known psychology subspecialty, aviation psychologists explore how human factors affect the performance and well-being of aviation professionals. As Agne Novikiene, Aviation Psychologist at Avion Express, says, her job involves not only selecting the right people for pilot training but also helping airborne personnel open up about their challenges at work.

Secretive about struggles

Pilots are the face of aviation, but stress can dim the glamour of their job. After all, it is their responsibility to get everyone on the plane safely to their destination. However, according to Agne, pilots can be tight-lipped about the anxieties they face.

“When you talk about mental health with pilots, they all nod their heads and agree that it’s important and that they, just like the rest of us, can face psychological difficulties. But because it’s a topic closely related to a pilot’s ability to exercise their license; it’s challenging for them to talk about their struggles.”

When a person struggles to acknowledge vulnerability, the situation merits a sensitive approach. Agne says that simple questions work best in such cases.

“I approach stressed pilots from a place of genuine interest. If I see that a person is emotional or concerned about something, I simply try to ask about it. You can’t go about trying to trick people into opening up, but rather gently lead them there.”

In Agne’s experience, cabin crew tends to be more open about their struggles than pilots. But in their client-facing work, passengers can become an additional source of stress.

“Passengers can sometimes be a difficult crowd to manage. It gets particularly tense in case of emergencies, when they must calmly deal with very stressful situations, and help others do the same.”

Constant training builds confidence

A profession with no room for error seems a very stressful line of work. Yet when asked about on-the-job stress, experienced pilots can give surprising answers, Agne says.

“The majority of experienced pilots I speak to would say that their job is not particularly stressful. Their profession is quite unique because it involves constant training, and I believe that builds better confidence at work.”

No matter how many thousands of flight hours pilots have, aviation safety requirements mandate that they prove their knowledge and skills every year. Yearly training involves simulator practice for emergency situations, technical testing to ensure a high level of technical proficiency, and crew resource management training, among other tests. Plus, depending on the type of flying they do and their age, pilots need to undergo medical and mental fitness tests.

According to Agne, pilots train consistently and rigorously, so certain things that seem very stressful to passengers are not for the pilots:

“For instance, engine failure Many pilots would say that it’s a totally manageable situation. If the other engine works, you can still fly, so all is good.”

Although the flying portion of the job might not make it too stressful, the lifestyle of aviation professionals can be somewhat challenging overall. These careers require extended periods away from home and loved ones, and many time zone changes during the day.

It is important to understand that being a pilot or a cabin crew member means building your life around your job, Agne explains, and sometimes aspiring pilots forget this:

“If we look at the information that’s out there about aviation careers, especially piloting, it’s mainly about how exciting it is, and very little about how challenging. The fact is that working in aviation, you often must adapt your life to the roster and miss spending the holidays with your family. During one recent interview, a pilot told me that he’s been celebrating his birthday alone in his hotel room for many, many years now. So, this lifestyle can feel quite lonely at times.”

What does it take to be a pilot?

All professional hazards notwithstanding, people are drawn to flying planes for a living. Thousands of airline pilot certificates are issued every year, mitigating the pilot shortage caused by the increasing demand of global air travel.

Over her more than a decade-long career in aviation, Agne has screened many aspiring pilots. And while her list of qualities a person needs to become a pilot is long, Agne believes that responsibility, ownership, and willingness to accept your mistakes are all crucial to enter the aviation game.

“The way I see it, we are all humans, and we all make mistakes. But it’s very important that we are able to acknowledge our errors and to inform others about them if needed.”

For Agne, taking responsibility for a mistake is not a sign of incompetence, or an opportunity to beat yourself about something going wrong. Any mistake is a chance to learn – to bridge the lack of skills or knowledge, become better, and never repeat the same mistake.

“For me, one of the scariest things is people denying their mistakes, simply not accepting that they have done something wrong. Then there’s no chance for development because they already think that they’re perfect. In a field such as aviation, that brings a lot of risks.”

Pilot selection process that Agne works on is meant to weed out such unsuitable candidates. She says that deciding to, as they call it, recommend, or not recommend a candidate is one of the most challenging parts of her job.

“Sometimes it’s difficult to make the final call because there’s always a mix of different elements at play. People have certain strengths, certain weaknesses, and it can be a struggle to find the right answer.”

But in aviation, it is crucial to avoid any possible risks at any stage of operations. So even if the person that Agne interviews is nice and has interesting experiences, any human sympathy she feels towards them cannot overshadow the lack of core qualities.

“I sometimes feel like a very bad person, having to make a decision that won’t make that person happy no matter how much I like them. But that’s the industry we’re in.”

Why aviation is not like other sectors?

Despite the challenges, Agne enjoys working in aviation psychology. As a person who likes complex things, she says that aviation sometimes is as complex as it gets.

“In this field, there’s a need for precision and ownership from everyone involved so that we would maintain the same high level of safety that we are so proud of. From an HR perspective, we need to ensure that the right people work here and that they understand why they have to work in a certain way. Simply thinking about possible outcomes if we start skipping things makes your heart beat out of your chest.”

The inclusive, international nature of the field is also a positive. Agne says that in aviation, there is always a lot of willingness to truly listen and understand everyone’s opinions and ideas.

“At work, I speak with people from all over Europe and beyond, and they bring in their attitudes and values, and somehow it all finds its place. The atmosphere, I’d say, is beyond democratic.”

And while Agne mostly works on the ground, being a part of the aviation industry allows her to feel at least some of the fascination surrounding planes and flying.

“For many people who don’t work in aviation, these careers are something amazing. When I tell people about my job, they usually find it very interesting. Of course, the fascination is five times more intense when you’re a pilot, but I like to think that I too can feel the magic of aviation.”

The European Aviation Safety Agency (EASA) is responsible for the certification, regulation, and standardization of civil aviation safety standards in the European Union (EU). Its purpose is to oversee aviation safety and ensure regulatory compliance across EU member states.   

As well as working to promote international cooperation, environmental protection in civil aviation and developing common aviation safety rules, the agency also works closely with national aviation authorities, regulatory bodies outside of the EU and industry stakeholders to promote global aviation safety standards and harmonize regulatory practices.  

John Franklin, Head of Safety Promotion at EASA, joined the agency in 2011 and has been widely involved in contributing to the establishment, operation and promotion of some of the agency’s safety practices. His role also sees him supporting the needs of the European Plan for Aviation Safety (EPAS), which is a pivotal component of the European Commission’s strategic vision for aviation safety. The plan outlines the strategic priorities for aviation safety and environmental protection, the primary safety risks, and other issues affecting the European aviation safety system. 

AeroTime sat down with Franklin to discuss the agency’s safety promotion actions for 2024, establishing new ground handling rules and regulatory frameworks, and common misconceptions about aviation safety. 

He also shared insights into EPAS and how the agency is contending with technological change in the industry.   

Watch the interview.

According to a Reuters report quoting the DOT, the approval is a “significant step forward in further normalization of the US-China market in anticipation of the Summer 2024 traffic season.”

Before COVID-19 restrictions were imposed in early 2020, more than 150 weekly round-trip passenger flights were permitted between the US and China. 

US and Chinese carriers could each fly only 12 weekly round-trip passenger flights between the two countries until August 2023. 

In August 2023, the DOT announced it would increase the number of Chinese passenger flights allowed to enter the US to 18 weekly round-trips from September 1, 2024, and this would be further increased to 24 per week starting October 2024.

Industry trade organization Airlines for America, which represents the three biggest international US carriers operating 31 weekly flights to China, expressed its support of the government’s decision to further open its doors to China.

The deepening pilot gap

While air travel has rebounded post-pandemic – full year 2023 traffic was at 94.1% of 2019 levels – there just aren’t enough pilots to cope with demand, and this is expected to intensify in the years ahead. Boeing predicts that 602,000 new pilots will be needed globally by 2041. Looking only at Europe, that amounts to a shortfall of 122,000 new pilots. 

Then there are issues with technicians and cabin crew. Across Europe, it is anticipated that, by 2041, the aviation industry will experience a shortage of these specialists of 120,000 and 207,000 respectively. These are big numbers, particularly given soaring demand for new planes. Figures published by Boeing in June suggest that, in two decades, there will be 48,575 aircraft in the skies, compared to 24,500 today. 

The predictions look set to pan out. Just look at the 2023 Dubai Airshow, which took place in November. Boeing secured a total of 295 firm orders, and Airbus received 86 orders. Orders flew thick and fast, making it the busiest Dubai Airshow since 2017. More recently, at the Wings India event held in Hyderabad from January 18 to 21, Boeing racked up another order for 150 Boeing 737 MAX aircraft.

BAA Training, one of Europe’s leading independent aviation training centers, says that the combination of rising air travel demand (a year-on-year increase of 36.9% in passenger demand in 2023), many pilots reaching mandatory retirement age (in the US, nearly 50% of the commercial airline workforce will retire in the next 15 years), and airlines ramping up their operations with new developments and aircraft orders will further elevate the pilot shortage. 

Addressing the shortages

In response to these challenges, the aviation industry is implementing various strategies to retain skilled personnel. For instance, the US Air Force is offering retention bonuses of up to $600,000 in retention bonuses, to be paid over 12 years, to hang on to its aviators.

On the commercial market, airlines are increasingly turning to cadet programs to address the pilot shortage, creating a pipeline of qualified pilots trained to their needs. Along with financial support from the airlines, aspiring cadets are offered a place in the cockpit upon completion of their type rating.

And what about the pilot training schools? How are they faring? Although there are training facilities around the world, some have declared insolvency while others are struggling to maintain the requisite numbers of flight instructors. Many flight schools operate with one instructor to 12+ students. However, at BAA Training the ratio is better: one instructor to (up to) five students. 

As the demand for pilots has intensified, some airlines are hiring instructors from flight schools as pilots for their aircraft. While it‘s true that the poaching of instructors by airlines has risen, it is fairly common for people in this profession to combine work for an airline with instructing at a flight school. At BAA Training, 30% of instructors continue to work for an airline.

Throughout 2023, many flight schools were limiting student intake due to capacity constraints. To meet market demand, BAA Training is expanding its capacity and geographical presence. 

The company says that at its flight school in Lleida-Alguaire in Spain, it is undertaking a large expansion project. The initiative aims to streamline operations and establish an environment suitable for effective networking and collaboration. Alongside upgrading the training zones, the construction of accommodation campuses for its Ab Initio students and instructors is being considered, ensuring solutions are provided in a single spot. BAA Training has also placed an order for 48 Cessna 172S and will launch an additional flight training base in Spain in 2024.  

Separately, the firm opened a new training center in Paris in September which offers simulator WET and DRY lease services and is projected to train at least 2,000 pilots each year. 

Top-tier training

BAA Training says that its services go above and beyond its competitors. It points to long-term partnerships with multiple airlines in Europe and Asia, including Turkish Airlines, Air France Transavia, and Pegasus, that are currently expanding their fleet and their workforce.

Furthermore, some of the training programs, including the BAA Training cadet program, offer a job guarantee, not a mere possibility of referral, meaning that BAA Training is obligated to find employment at one of its airline partners for a student who meets the training performance criteria. And, in order to assist students, BAA Training is introducing various payment options, such as paying in installments.

Anyone training to be a pilot at BAA Training is very likely to have a variety of career paths at their disposal. BAA Training says that, as demand is higher than supply, salaries and career opportunities are both increasing. For those who find it challenging to cover the training fee, one option is to choose a modular pilot training program that allows for breaks between modules that, in turn, can be utilized to raise funds. And one of the ways to raise funds is to begin instructing the pilots of tomorrow.

The case against Ryanair was first brought to the Vilnius Court by flight compensation management company Skycop.com when several passengers assigned their claims to the company. They bought tickets and expected to fly with Ryanair, but eventually their flight was delayed by more than five hours. The passengers refused to take such a flight as it no longer served their purpose, and yet Ryanair refused to pay compensation under the EU261 Regulation (€250 per passenger in this case) arguing that passengers didn’t take a significantly delayed flight.

The case was brought to the Vilnius Court which referred it to the ECJ in November 2023 for preliminary ruling. The ECJ started the procedure of the case this February, and its ruling is expected in 2025.

Nerijus Zaleckas, attorney at law who represents Skycop.com in hundreds of other EU261-related cases across the EU, says that passengers who refuse to take significantly delayed flights should also be entitled to compensation. For instance, most business trips usually last less than one day as travelers take morning flights and return home the same evening. If their flights are delayed for more than five hours, such a trip no longer serves its purpose, which is not the passengers’ fault. Such passengers lose time by waiting for their delayed flights, and their trips are nevertheless negatively impacted, so monetary compensation would partially compensate for the loss.

“EU261 Flight Compensation Regulation establishes that when the delay is at least five hours, passengers are entitled to reimbursement of the full cost of the ticket for the part or parts of the journey not made, and for the part or parts already made if the flight is no longer serving any purpose in relation to the passenger’s original travel plan. In addition, the obligation to pay monetary compensation shall apply”, comments Nerijus Zaleckas from Zaleckas Partners law firm.

The European Court of Justice is the court that interprets EU law and is known for its strict adherence to consumer rights in the EU. Cases when heavily delayed flights were not eventually taken have not yet been heard by the ECJ, and so this case should form a precedent across the EU.

Tomas Vaisvila, the CEO of Skycop.com, states that the company partners with more than 20 law firms across the EU and the UK.

“Our goal is to provide a seamless travel and post-travel experience. Airlines are still hesitant to address the latter. Although this particular case may take some time to resolve, we are proud to contribute to a legal precedent applicable to all travelers across the EU,” says Vaisvila.

Established in 2017, Skycop is a major European flight claims management company. The company currently employs around 40 full-time colleagues and dozens of partners. Skycop’s unaudited revenue amounted to €20 million in 2023. Skycop.cop handles tens of thousands of compensation requests per month. In 2024, it started an expansion and acquisition programme as it aims for a top-two position in Europe in the next few years.

Skycop’s core business model is based on free claim management and a fixed fee if compensation for delayed, canceled or overbooked flight is successful. The company also offers the ‘Skycop Care’ subscription scheme without success fees, as well as B2B services for online travel agencies, car rental companies and other businesses.

The center is positioned next to Pratt & Whitney’s existing engineering and supply chain operations centers of excellence in India. Due to their proximity, it will also collaborate with other RTX entities in India, such as Collins Aerospace and RTX Enterprise Services.

“The expansion of Pratt & Whitney’s digital technology presence in Bengaluru will allow us to leverage India’s aviation and technology talent and accelerate our digital transformation,” said Rahul Dharni, Vice President and Global Chief Information Officer at Pratt & Whitney.

Recruitment drives are underway, with plans to increase the IDCC’s workforce to over 300 employees by 2027.

This latest investment in India by Pratt & Whitney follows a $40 million injection into engineering and supply chain operations centers over the past two years. In total, RTX employs more than 5,000 people in India.

“I believe that SmartLynx Airlines is ready to open a new chapter with an increased focus on efficiency, further development and growth. Having been an integral part of our team throughout the most turbulent times in aviation history, Demenius has proven himself as a capable leader, who has grown within our organization. I have full confidence that he will lead the company to excellence, reaching ambitious milestones and supporting the strategic goals of our group,” says Jonas Janukenas, CEO of Avia Solutions Group.

“SmartLynx has experienced massive growth over the past years, and I am proud to be a part of the team that has positioned the airline at the forefront of the ACMI industry globally. Knowing what the team is capable of, I am confident that we will continue raising the bar and striving for progress. Our focus will remain on improving operational performance to drive the company’s growth and continue the expansion of counter-seasonal operations,” comments Edvinas Demenius.

Thanks to the growing demand for ACMI passenger services in Europe and the company’s strategic efforts, in 2023, SmartLynx Airlines reported a record year. It conducted 48% more flights carrying 53% more passengers than the year before. The airline increased its fleet from 49 to 67 aircraft and is planning to continue the expansion to reach 100 aircraft by 2026.

According to The Washington Post, aggrieved customers have fallen prey to internet scammers pretending to be airline representatives. 

Airlines have been known to respond more swiftly when they are named and shamed online by customers – whether it’s an issue of flight delay, missing luggage or canceled tickets.

But recently, with the help of AI and more advanced online technology, scammers have been scouring social media platforms in search of complaining customers. Pretending to be airline representatives, the scammers will swoop in and reply to the customers with the customary: “We are sorry to hear about your experience. So we can help you better, please send us a private message with your PNR details,” or something similar.

When The Washington Post’s Mike Hume took to X (formerly Twitter) to complain about a delay with his JetBlue flight, a user called “Patrick” replied claiming to be a manager at the airline. 

Hume double-checked the user’s profile, but realized the account had no followers and the word manager was incorrectly spelled as “maneger”.

These are both giveaways to spot a fake account but customers are advised to be extra vigilant and carry out additional checks.

However, the “blue tick”, X and Instagram’s indication of valid accounts, can now be bought via monthly payments, so this adds to the complexity of checking for scammers.

In August 2023, a family from California lost $43,000 when hackers changed Southwest Airlines’ contact numbers on Google. The family required assistance in changing flights and googled the airline’s customer service number, which actually turned out to be a direct line to the hackers.

To find a carrier’s legit contact number, it is best to go via the airline’s website. 

Consumers who suspect they may have compromised details to a scammer are advised to report the issue to the Federal Trade Commission site.

Founded in 2017, Lennuabi has established itself as the first port of call for disrupted, delayed, overbooked or canceled flight compensation management in Estonia, and has a growing customer base in Finland. Consequently, the acquisition will bolster Skycop’s presence in the Nordic markets and will pave the way for further growth in this region.

Skycop’s CEO Tomas Vaisvila says that the flight compensation management market has been growing at par with the post-Covid travel recovery as airlines are still reluctant to provide a straightforward and user-friendly reimbursement mechanism.

“For this reason, we are embarking on a expansion and acquisition programme. Trust is key in this industry, and so we are proud to have a brand that Estonians and even Finns rely on in our business family. We are seeking further growth opportunities in the Nordics, but our ultimate goal is to reach the top-two position in the whole Europe in the foreseeable future,” Vaisvila says.

Skycop and Lennuabi will maintain separate brands and core teams, but may share some of their technical and legal infrastructure such as robotized and AI-powered processes and a trusted European network of legal advisors. Both companies agreed to keep the financial details of the deal confidential.

Skycop.com currently employs around 40 full-time colleagues and dozens of partners. Skycop’s unaudited revenue amounted to €20 million in 2023. Skycop and Lennuabi currently together handle tens of thousands of compensation requests per month.

Skycop’s core business model is based on free claim management and a fixed fee if a compensation for delayed, canceled or overbooked flight is successful. The company also offers the ‘Skycop Care’ subscription scheme without success fees, as well as B2B services for online travel agencies, car rental companies and other businesses.

Lennuabi is renowned for its Express feature available for selected Nordic airlines where customers can receive money in a matter of days rather than months. Lennuabi’s name translates to “flight assistance” in Estonian.

China’s meteorological agency warned the extreme weather could affect travel plans for millions in the country during the 40-day Lunar New Year travel period. 

Known as “chunyun”, the travel period is the world’s largest annual human migration which takes place within China, as millions of Chinese people travel back to their homes to celebrate the Lunar New Year or Spring Festival.

This year’s travel period started on January 26 and will end on March 5, 2024.

The Guardian reported that judging by the number of sub-zero temperature days in the two weeks leading up to the Lunar New Year, this year’s weather could be the worst spring festival conditions since 2008.

Wuhan Tianhe International Airport (WUH) in central China appears to be the worst affected airport. Video footage captured by passengers show the airport blanketed in snow and the People’s Armed Police Forces stepping in to help clear the snow. 

Two runways were closed at Wuhan Airport on February 4, 2024, leading to the cancellation of more than two hundred flights. 

Travelers on the ground were also stranded due to icy road conditions resulting in traffic and vehicles slipping.

Meteorologists forecast more snow to fall on February 7, 2024, with conditions easing the following day. 

Flight AF499 was scheduled to fly from Princess Juliana International Airport (SXM) in the Caribbean island of St. Martin to Paris-Charles de Gaulle Airport (CDG) on December 9, 2023.

However, due to unfavorable headwinds, the A330 aircraft flew to Pointe-a-Pitre International Airport (PTP) on the island of Guadeloupe for refueling.

What initially would have been just a 90-minute delay stretched overnight because of electronic issues with the 22-year old aircraft.

One passenger on the flight, identified as ‘Laura’, told The Independent that the flight captain said passengers would be sorted with hotel accommodation overnight.

However, Laura said that only business class passengers were disembarked from the aircraft and were sent to hotels. She said that the remaining passengers, including herself, were sent to the airport terminal where they were each given camping beds and a bottle of water as their overnight provision.

“There were elderly people and people with children, all left with no food, no information and camp beds,” Laura told The Independent.

According to Laura, Air France advised them that the hotel was fully booked. However, this was proven wrong when other passengers tried to book overnight rooms on their own.

A spokesperson for the airline told The Independent: “At the time of the incident, Pointe-a-Pitre airport staff were faced with an unexpected number of passengers needing assistance due to the cancellation of the Air France flight.”

“To manage the situation, they did their utmost to find accommodation for all the passengers on board. Once hotel accommodation was arranged for those who required assistance and vulnerable passengers, the rest of the limited allocation of rooms went to some business-class passengers,” the spokesperson added.

According to European air passenger rights, if a passenger arrives at their destination with more than three hours’ delay, they are entitled to compensation unless the delay was due to extraordinary circumstances. 

Where affordability is a key  

PMA parts come with a significant price advantage, often priced 20-50% lower than their OEM counterparts. For airlines, this translates to substantial long-term savings, providing a welcome boost to their bottom line.   

Back in the 80s, manufacturing and supplying parts for aircraft was basically a game of chance for a lot of businesses in the US. If the aircraft component they produced was approved by the FAA and became a legit PMA part, it could significantly improve their chances of meeting the booming demand for aircraft components not manufactured by major aircraft-releasing companies – but were pointedly cheaper than those which were conceived along with those bound for assembly lines of major airliners.   

During the 1990s, the FAA initiated an “Enhanced Enforcement” program aimed at educating the aviation industry about the significance of obtaining approval. As a result, a substantial volume of parts received formal approval through FAA mechanisms. Within the framework of this program, companies that had previously produced aircraft parts without PMAs were given the opportunity to seek PMAs. This process enabled them to align their manufacturing operations fully with regulatory requirements. Consequently, there was a surge in the availability of PMA parts in the market.  

No more waiting around  

In 2009, the FAA made important changes to U.S. manufacturing regulations. These changes aimed to remove legal distinctions in the types of production approval issued by the FAA. The goal was to show stronger support for the quality systems used by PMA manufacturers. In simpler terms, the rules were updated to make it clearer that all production approval holders must adhere to the same production quality standards.  

Before this change, there were separate regulations for PMA Fabrication Inspection Systems (FIS). The new rule eliminated this separation and referenced a regulation that defines the elements of a quality system for all production approval holders.  

The Modification and Replacement Parts Association (MARPA) played a significant role in achieving this goal of harmonizing standards. The updated rule became effective on April 16, 2011.  

As a result, the FAA’s regulations now apply a common set of quality assurance standards to all production approvals, whether for complete aircraft or individual parts. This includes specific regulations outlining the quality system requirements for production certificates, PMA holders, and TSOA holders. Compliance with these standards is evaluated by the FAA during certificate management activities after the rule’s compliance date.  

The PMA (Parts Manufacturer Approval) industry, which originated in the United States, has seen global expansion with several countries actively promoting the production of approved aircraft parts within their own borders. Among these jurisdictions, Australia, China, and the European Union (producing them as “EPA Parts”) have emerged as key players in the PMA market. This reflects a shift in the aviation industry, where countries are increasingly striving for self-sufficiency in producing essential components for aircraft.  

Notably, the European Union’s production of EPA Parts underscores the international nature of the PMA industry, with diverse regions adopting their own approaches and standards. Moreover, other jurisdictions are preparing to enter the PMA market soon. Japan, for instance, has established PMA regulations and secured a bilateral agreement with the United States, allowing the export of these parts to the U.S. as airworthy aircraft components. This development signals a growing trend of collaboration and regulatory alignment between countries, fostering the expansion of the PMA industry beyond its American origins.  

Addressing supply chain issues  

As countries worldwide work on establishing and refining their PMA regulations, the aviation industry is witnessing a more decentralized and globally interconnected approach to the production of approved aircraft parts. The collaboration between nations, as seen in agreements like the one between Japan and the United States, highlights the importance of international cooperation in ensuring the safety and reliability of PMA components in the broader context of air travel.  

Unlike OEM parts, PMA parts boast quicker availability. Free from the constraints of the OEM supply chain, these components can be acquired faster, minimizing aircraft downtime and streamlining maintenance operations. The wide variety of manufacturers and suppliers also play a significant role here.  

Online marketplaces like Locatory.com can help address supply chain issues by making PMA parts more accessible to airlines and maintenance providers. Such marketplaces aggregate parts from a variety of suppliers, making it easier for buyers to find parts they need quickly and easily. Additionally, Locatory.com and other trusted services only list parts that have been certified and have the FAA approval they need, ensuring that buyers are getting quality parts that meet all safety standards.  

Performance that surprises  

Using an online marketplace like Locatory.com can also help airlines and maintenance providers save money on PMA parts. Here, sellers often offer discounts on bulk purchases, and they can help buyers avoid the high costs of more conventional distribution channels. Additionally, many marketplaces, such as Locatory.com, offer significant discounts on shipping, which can further reduce costs.  

Believe it or not, some PMA parts often outperform their OEM counterparts. Manufacturers of PMA parts leverage newer technologies and materials, allowing airlines to benefit from the latest innovations without emptying their pockets.  

Being able to use newer technologies and materials than OEMs, PMA manufacturers often surpass the original equivalents not only in terms of price but also when it comes to increased efficiency, as such parts often demonstrate increased durability, greater strength, or lighter weight. In addition to that, PMA producers may have specialized expertise in specific areas, such as manufacturing complex parts or using advanced materials.  

Safety first with PMA Parts  

They also can have significant advantage in the research and development fields, for example, if they have previous experience related to competing in automotive, military, space, or other industries where there could be also a history of governmental funding related to R&D, resulting in significant scientific advancements, which, in turn have a real-world competitive aerospace applications. An example of such real-world applications could be cases, in which a PMA engine or hydraulic component can operate with lower maintenance requirements, reducing downtime and costs.  

Safety is the name of the game in aviation, and the FAA doesn’t take it lightly. The FAA’s rigorous approval process for PMA parts ensures that they meet all the safety standards. In fact, the FAA explicitly states that PMA parts are as safe as OEM parts, putting any lingering safety concerns to rest.  

While the cost savings are tempting, it’s crucial to be smart about selecting PMA parts. An aircraft operator or MRO facility should consider collaborating only with reputable and certified manufacturers to ensure they are getting quality components. Also, it makes sense to double-check for that FAA approval stamp and make sure the parts meet all the necessary safety standards. And shopping around never hurt – get quotes from a few suppliers to make sure you’re getting the best. 

PMA parts in action  

Even when aircraft manufacturers and maintenance providers are pretty sure that they are choosing wisely, there are more things to consider. PMA parts, which have been just recently listed on the market, do not necessarily mean the best price-to-quality ratio, as some of such components may have been on the market for a very long time. This is especially true when talking about parts for older aircraft, for example, B737-300 series. PMA parts cover a broad range of essential components for aircraft, such as valves, bearings, and seals for engines; landing gear components; door seals; and cockpit windows for the airframe; circuit breakers, fuses, and batteries for the electrical system; and pumps, valves, and hoses for the hydraulic components.  

The extended lifespan of older aircraft and engine variants is another significant development. Some fleets, especially those of the most popular narrowbodies, that were anticipated to be retired, are getting repairs again and will keep flying concurrently to meet the demand, which persists due the gap in anticipated deliveries or significant unexpected events, such as groundings of B737 Max. However, producers of PMA parts are eager to meet the increasing need for these components in the future when the current ones on more modern aircraft, such as the B737 Max or A320 Neo series, will need to be replaced.  

In a nutshell, integrating PMA parts into the mix is a smart move for airlines looking to cut costs without sacrificing safety or performance. As the aviation industry evolves, finding cost-effective alternatives like PMA parts becomes a game-changer for staying profitable and competitive. Stick to safety standards, choose trustworthy manufacturers, and explore the diverse range of PMA parts available – because in aviation, every dollar saved is a victory in the sky.  

In this digital age, these apps are revolutionizing how passengers handle flight disruptions, offering a streamlined, user-friendly approach to securing compensation. In this article, we’re highlighting the top 5 apps that excel in guiding travelers through the compensation process with ease and efficiency. Whether you’ve experienced a delay, cancellation, or overbooking, these apps are your go-to resource for ensuring your rights are not just recognized but actively pursued.

Considering the unpredictable nature of air travel, being prepared for potential disruptions is key. To assist you in these challenging situations, we’ve compiled a list of the best apps for disrupted flight compensation. We’ll explore their unique features, benefits, and how they stand out in the crowded field of travel tech solutions. These apps not only simplify the compensation process but also empower passengers to take control of their travel experiences.

For further insights and a comprehensive review process, this article draws upon expert assessments from EuFlightCompensation.com by Martynas Baniulis and his team.

Our top 5 flight disruption claim applications

• Skycop: Top choice overall
• AirHelp: Most widely recognized
• ClaimCompass: Superior value
• Flightright: Most adaptive
• Flight-Delayed: Most user-friendly

Comprehensive reviews of top flight compensation claim apps

1. Skycop: Top choice overall

Skycop stands out for its comprehensive service, covering various flight disruptions and ensuring passengers get their due compensation promptly.

Key benefits

• Covers a wide range of flight disruptions, from delays to cancellations
• Efficient and prompt compensation processing
• User-friendly platform for easy claims

Pros

• The broad scope of covered disruptions ensures you’re covered in various scenarios.
• Swift and reliable compensation processing that delivers results promptly.
• A user-friendly interface that makes claim submissions straightforward.

Cons

• During peak travel seasons, Skycop’s customer service response times may be longer due to an increased volume of cases.

Skycop review

Skycop offers an unparalleled commitment to passengers seeking compensation for disrupted flights. With a 30% success fee, it has positioned itself competitively in the market, ensuring passengers get value for their claims. One of Skycop’s most commendable strengths lies in its rapid case resolution, boasting one of the quickest winning time frames available. Its user-friendly interface simplifies the claim submission process, ensuring passengers can quickly and efficiently seek redress. Being based in Lithuania doesn’t deter its global reach and effectiveness. Overall, Skycop presents a solid choice for those looking for reliable and prompt compensation services.

Visit SkyCop here

2. AirHelp: Most widely recognized

AirHelp boasts a massive customer base due to its effective compensation services and user-friendly approach.

Key benefits

• High success rate in claiming compensation
• Global coverage for flight disruptions, making it suitable for international travelers
• User-friendly mobile app for convenient claims

Pros

• Impressive success rate, ensuring that you have a high chance of receiving compensation.
• The convenience of its mobile app allows you to submit claims on the go.
• Coverage spans international flights, making it suitable for frequent flyers.

Cons

• AirHelp applies a slightly higher fee, which is deducted from the compensation amount. Despite this, the convenience and effectiveness of its service make it a worthwhile option for securing your compensation.

AirHelp Review

AirHelp, with its impressive track record, stands out in the flight compensation landscape. Not only does it have a considerable customer base, but it also handles claims with unparalleled efficiency. One of the distinguishing features is its global coverage, making it a prime choice for international travelers. Adding to the convenience is its intuitive mobile app, allowing users to submit claims from anywhere, at any time. However, it’s important to highlight that AirHelp charges a 35% success fee, which is deducted from the compensation amount, potentially impacting the final payout. Despite this, the combination of its extensive features and proven reliability ensures AirHelp remains a top choice for many.

Visit AirHelp here

3. ClaimCompass: Superior value

ClaimCompass offers a great balance of value and service quality, making the compensation process straightforward and rewarding.

Key Benefits

• Operates on a “no win, no fee” policy, ensuring you only pay for results
• Transparent fee structure with no hidden costs
• A dedicated support team to assist throughout the process

Pros

• There are no upfront fees or hidden charges, allowing you to pay only when you receive compensation.
• A transparent fee policy ensures you understand the costs involved.
• The availability of a dedicated support team provides guidance throughout the process.

Cons

• Complex cases might take longer to resolve, requiring more patience.

ClaimCompass Review

Balancing value with efficacy, ClaimCompass emerges as a strong contender in the flight compensation domain. Its “no win, no fee” policy resonates with many as it significantly reduces the risk for claimants, reflecting the company’s confidence in delivering successful claims. ClaimCompass prides itself on maintaining transparency, especially concerning its 35% success fee, ensuring clients are well-informed from the get-go. Further enhancing the user experience is its dedicated support team, ready to guide claimants through every step of the process. Although more intricate cases might require a longer resolution time, ClaimCompass’ steadfast dedication to customer satisfaction solidifies its position as a trusted choice for those looking for both value and efficiency.

Visit ClaimCompass here

4. Flightright: Most adaptive

Flightright’s versatility extends to its coverage of various flight disruptions and its ability to handle a wide array of compensation claims.

Key benefits

• Wide range of covered disruptions, from delays to cancellations
• Expertise in handling diverse cases, adapting to various situations
• Convenient online claim submission for ease of use

Pros

• Versatile coverage that accommodates different types of disruptions.
• Proficiency in handling diverse cases, making them adaptable to various scenarios.
• User-friendly online claim submission, ensuring a seamless process.

Cons

• Success rates might vary based on the complexity of each case.

Flightright review

Flightright not only stands out for its vast coverage of flight disruptions but also for its adaptability in handling various compensation claims. Flightright’s experienced team adapts to different situations effortlessly, ensuring you get the compensation you deserve. The online claim submission is a breeze, further enhancing its user experience. 

Visit Flightright here

5. Flight-Delayed: Most user-friendly

Flight-Delayed.co.uk simplifies the compensation process through its user-friendly platform, guiding passengers through the claims process seamlessly.

Key benefits

• Intuitive and easy-to-use interface for hassle-free claims
• Handles communication with airlines, saving you time and effort
• Detailed tracking of claim progress keeps you informed

Pros

• User-friendly platform designed for easy navigation and claim submission.
• Efficient handling of communication with airlines, saving you time and effort.
• Active tracking of claim progress, keeping you informed throughout.

Cons

• During peak travel seasons, customer service response times may be longer due to an increased volume of cases.

Flight-Delayed review

What makes Flight-Delayed an appealing choice is its sincere emphasis on user-friendliness. Its platform is designed meticulously to guide passengers throughout the compensation process, ensuring a seamless experience. Its active engagement in communicating with airlines and tracking claim progress is commendable.

Visit Flight-Delayed here

Criteria used to identify leading flight compensation apps

• Cost/fee structure: We evaluated the cost to users for each app, focusing on their commission rates. While the standard is around 30% of the compensation amount plus Value Added Tax, variations exist. Some apps charge per application or set higher percentages. It’s important for our readers to understand the financial implications of using these services.
• Customer reviews: Real customer experiences provided invaluable insights. Reviews helped us gauge whether the apps lived up to their promises, highlighting what users liked, loved, or disliked. This feedback also offered additional information not always available on the apps’ websites, such as actual effectiveness and user satisfaction.
• Average compensation time: The expected timeframe for receiving compensation is a critical concern for users. We looked at the average compensation times claimed by the apps (typically eight-12 weeks) and cross-referenced this with customer reviews to verify accuracy. Timeliness and updates on case status were also considered important.
• Additional resources and support: The availability of extra tools and resources was another consideration. Features like compensation calculators, informative blogs, education on air passenger rights, and communication options (like live chat) significantly enhance user experience. Apps offering these comprehensive services tended to have higher customer satisfaction.
• Language support: The range of languages supported by each app was a key factor, especially for apps serving diverse EU countries. Multilingual support is essential for effective communication and broader accessibility.

These criteria were instrumental in determining the best apps for travelers seeking flight compensation. Our aim was to provide a well-rounded assessment, ensuring that the recommended apps not only meet basic requirements but also offer additional value to their users.

What to consider when choosing the best app?

When selecting the right app to assist with flight compensation claims, there are several key factors to consider to ensure you choose an app that best suits your needs. Here are some important aspects to keep in mind:

• User interface and ease of use: The app should have a user-friendly interface. Navigating through the app should be intuitive, making it easy for you to input flight details, submit claims, and track the progress of your compensation. A complicated or confusing app can add to the stress of dealing with flight disruptions.
• Success rate and reliability: Look into the app’s track record. An app with a high success rate in securing compensation for its users is preferable. Reliability can often be gauged through customer reviews and testimonials, which provide real-world insights into the app’s effectiveness.
• Fees and charges: Understand the fee structure of the app. Some apps may charge a percentage of the compensation as their fee, while others might have a flat rate or additional charges. Comparing the costs can help you find an app that offers good value for the service provided.
• Multilingual support: If you’re a non-native English speaker or submitting a claim for a flight in a non-English speaking country, multilingual support can be crucial. An app that offers services in multiple languages can make the process smoother and more accessible.
• Customer support: Efficient customer support is vital. The app should provide easy access to support in case you have questions or encounter issues during the claim process. Features like live chat, email support, or a comprehensive FAQ section can enhance the user experience.
• Additional features and resources: Some apps offer additional features like compensation calculators, real-time flight status updates, and educational resources about passenger rights. These tools can be incredibly useful, providing added value beyond just the compensation claim service.
• Privacy and security: Ensure that the app has a strong privacy policy and secure data handling practices. Your personal and flight information should be protected with robust security measures.

By considering these factors, you can choose an app that not only helps you claim flight compensation effectively but also provides a hassle-free and supportive experience throughout the process.

Frequently Asked Questions

How can I find more information about my rights during flight delays and cancellations?

For a thorough understanding of your rights during flight delays, you should read this article on flight delay compensation. It provides detailed information on what you’re entitled to and how to claim compensation.

If you’ve faced a flight cancellation, check out this article on flight cancellation compensation. This guide offers a complete overview of your rights in such situations and guides you through the compensation claim process.

Both articles are valuable resources for understanding and navigating the complexities of flight disruptions.

What is the best flight compensation app?

While there are numerous excellent flight compensation apps available online, we have curated a list of our top 5 favorites. Each of these apps provides quality service, support, and valuable insights to assist you in your journey of claiming flight compensation. Whether you’re dealing with a delayed or canceled flight, these apps are equipped to guide you through the process efficiently and effectively

Why should I use a flight compensation app instead of claiming directly with an airline? 

Using a flight compensation app instead of claiming directly with the airline or a flight compensation company offers several advantages. These apps are designed for convenience and efficiency, streamlining the compensation claim process with user-friendly interfaces and automated systems. They often simplify the submission of necessary information and tracking the status of your claim, making the process less time-consuming and more manageable.

Additionally, while claiming directly with an airline is an option, it can sometimes be a more complex and lengthy process, requiring a good understanding of the relevant regulations and persistent follow-up. Flight compensation apps typically handle these aspects for you.

A great alternative to using apps is to use the services of a flight compensation company, which can be highly effective. If you’re considering this option, you can find a list of the top 10 best disrupted flight compensation companies here. These companies provide professional services and handle the entire claim process on your behalf, alleviating the burden from you. 

Ultimately, the choice depends on your personal preference, the complexity of your claim, and how involved you want to be in the process. Whether you opt for the DIY approach with an app or the expertise of a professional company, both paths aim to assist you in securing the compensation you’re entitled to.

Do I need to provide any documentation when using these services?

Yes, you’ll typically need to provide documentation such as your flight details, boarding pass, and any communication from the airline regarding the disruption.

Are these services limited to certain countries or airlines?

Most flight compensation apps and services cater to flights within the EU or operated by EU-based airlines, but some may cover additional countries and airlines.

Can I use these apps for flights outside the EU?

Some apps do offer services for flights outside the EU, especially if they involve EU-based airlines, but coverage may vary between apps.

Conclusion

In conclusion, navigating the complexities of flight compensation doesn’t have to be a daunting task. With the top 5 apps we’ve highlighted in this article, travelers can find the right tool to efficiently manage and submit their compensation claims for flight disruptions. Whether you’re dealing with a delayed or canceled flight, these apps offer a streamlined, user-friendly approach to ensure you receive the compensation you’re entitled to. Remember, each app has its unique features and strengths, so consider your specific needs and preferences when choosing the one that’s right for you. With the right app in hand, claiming flight compensation can be a hassle-free process, allowing you to focus more on enjoying your travels.

A passenger who was traveling with Indian low-cost carrier IndiGo assaulted a pilot while he was making a delay announcement 13 hours after the flight’s intended departure time.

Flight 6E2175 was scheduled to fly from Delhi’s Indira Gandhi International Airport (DEL) to Dabolim Airport (GOI) in Goa on January 14, 2024. 

However, dense Delhi has been blanketed by dense fog over the past few days, resulting in flight and train delays. 

One of the passengers on the flight was Russian-Indian actress Evgenia Belskaia. According to Belskaia, tension had been mounting on the flight because passengers had already waited nine hours at the airport, and waited a further four hours inside the aircraft.

Belskaia was able to capture the incident and posted a video clip on social media. 

View this post on Instagram

A post shared by Evgenia Belskaia (@evgeniabelskaia)

The video shows the pilot making an announcement using the aircraft PA system. The pilot is flanked by two flight attendants. A meal cart can also be seen positioned in front of the pilot and flight attendants, acting as a barrier from the frustrated passengers.

A passenger in a yellow jumper then makes his way over to the pilot, leaning over the meal cart, and slapping the pilot across the face.

One flight attendant can be seen stopping the passenger from further assaulting the pilot.

Belskaia added in the comments section that the pilot and crew were “not nice” and said that the pilot blamed the passengers for the delay because “they were asking too many questions”.

She also said that passengers were not given food or water during the delay.

A subsequent video was taken and also uploaded to social media, where the passenger can be seen being removed from the flight by police.

The passenger also appears to apologize for his behavior.

Local reports say that the airline is still deliberating whether to place the passenger on a no-fly list.

Established in 2019, this two-day tradeshow offers flight and cabin crew members opportunities to explore new job prospects, while aspiring aviators can discover numerous pilot training options, cadet programs, and financing possibilities.

Scheduled to take place at the Messe Berlin Exhibition Grounds in Germany from February 23 to 24, 2024, the event is expected to welcome over 5,000 visitors, host 100+ exhibitors, and feature 50+ speakers from esteemed airlines such as Lufthansa, Ryanair, Wizz Air, easyJet, Pegasus Airlines, Avion Express, KlasJet, Eurowings, SunExpress, Discover Airlines, Cargolux, DHL and more, along with recruiters from across the industry.

As international air traffic is predicted to return to pre-pandemic levels by 2024, the recovery and resurgence in demand for training and related services align with the return and rebound of air travel demand from the pandemic years.

Pilot Expo 2024, in collaboration with AeroTime and AviationCV.com, brings together entities with a shared passion for crew recruitment and training, demonstrating a collective commitment to inspire industry members and address the global recruitment needs of the aviation sector.

Ingmars Kibermanis, the Director of Avio Expo GmbH and the organizer of Pilot Expo, expressed his enthusiasm about the newly established media partnership for the 2024 event.

“Considering AeroTime and AviationCV.com’s global reach, this collaboration is a timely and strategic move for our company as we actively explore opportunities to expand our market presence,” highlighted Kibermanis.

In order to meet anticipated levels of demand, the industry would need to acquire and train 649,000 new pilots between 2023 and 2042, according to US-based competition Boeing, while Airbus estimates that the industry will need 585,000 new pilots between 2022 and 2041.

“While we are undoubtedly the largest Air Crew Recruitment and Training event in Europe, we aim, with the assistance of AeroTime and AviationCV.com, to achieve global leadership,” continued Kibermanis.

Mindaugas Gumauskas, CEO of AeroTime, underscored the shared objective of the media partnership, which is to cater to the global aviation and recruitment industries.

“AeroTime boasts a readership of 3 million industry insiders, experts, and enthusiasts, including pilots, crew, and engineers. In parallel, AviationCV.com provides recruiters with a complimentary service to post their available jobs on the site, reaching an international aviation job market with over 150,000 monthly web visitors and a database of more than 160,000 aviation jobseekers,” Gumauskas emphasized.

Gumauskas highlighted, “Our collaboration with Pilot Expo 2024 is a testament to our commitment to supporting and promoting the event within the global aviation community. We aim to facilitate connections between recruiters and candidates through AviationCV.com’s physical presence at Pilot Expo 2024, leveraging AeroTime channels for added support and exposure.”

Gumauskas concluded, “AeroTime and AviationCV.com take pride in being media partners for the International Pilot Recruitment and Training Expo, Europe’s largest event dedicated to flight crew recruitment and training.”

***

For more information regarding Pilot Expo 2024 or the partnership, visit: www.pilot-expo.com

About Pilot Expo 2024

The International Pilot Recruitment and Training Expo stands as Europe’s largest flight crew recruitment and training event, drawing over 5,000 visitors, hosting 100+ exhibitors, and featuring 50+ speakers. It serves as an excellent gathering where both experienced pilots, recent flight school graduates, and aspiring future aviators meet with major airlines, recruitment agencies, and training organizations. The upcoming Pilot Expo is scheduled to be held at the Messe Berlin Exhibition Grounds in Germany on February 23-24, 2024. Contact info@pilot-expo.com or visit www.pilot-expo.com for further information.

About AviationCV.com

AviationCV.com is a global aviation jobs board and alerts service. Positions listed include pilots, cabin crew, maintenance engineers and other airport- and office-based roles. Candidates can sign up for regular job alerts and apply quickly and efficiently. Aviation companies can post their available jobs on the site and reach an international audience of over 150 000 web visitors a month and a database of over 160 000 aviation jobseekers. Contact us: hello@aviationcv.com or visit www.aviationcv.com

About AeroTime

AeroTime is a global multi-channel digital aviation hub providing news, events, and advisory services to the aviation world. Its online news platform informs, equips, and empowers a monthly audience of over 3 million industry insiders and enthusiasts, as well as over 500,000 newsletter recipients and social media followers. Its readership encompasses experts and professionals working in aviation, operational team members including pilots, cabin crew, and engineers, and C-level executives and decision makers. The platform provides a range of strategic and tactical support to aviation businesses, including display and native advertising. For further information contact info@aerotime.aero or visit www.aerotime.aero

Aquarius Aerial Firefighting (Aquarius AFF), the newly established aerial firefighting unit, is committed to addressing “the root causes” of CO2 emissions by actively participating in wildfire containment efforts. The newcomer to wildfire combat services has recently taken delivery of three Air Tractor AT-802F Fire Boss aircraft, with plans underway to gradually expand its fleet to a total of twelve planes of the same model over the next three years.

“The inauguration of Aquarius Aerial Firefighting as a new business unit of Cargolux is an exciting new chapter in the company’s history. Over the past years, we have witnessed wildfires becoming a growing global issue that requires a rapid response. Not only do such fires emit significant amounts of CO2, but they also pose a significant danger to lives and livelihoods. As a responsible corporate citizen, I see it as our responsibility to help tackle this problem. I look forward to Aquarius Aerial Firefighting becoming an integral part of the solution,” Richard Forson, the Cargolux chief executive officer, was quoted in the statement released on January 12, 2024.

Flying through fire and bias as a female water bomber pilot

• Best of 2022
• Essential Aviation

ByClement Charpentreau

September 7, 2022

Cargolux anticipates that the trio of fixed-wing aircraft will be ready to start the aerial firefighting missions across Europe by May 2024.

What is the Air Tractor AT-802F Fire Boss?

The Air Tractor AT-802F Fire Boss is a single-engine, amphibious firefighting aircraft designed to operate in aerial firefighting missions. Manufactured by a Texas-based company Air Tractor, the amphibious aircraft comes as an upgraded version of its predecessor, the Air Tractor AT-802 agricultural aircraft.

10 real-world examples of why aviation is essential

• Essential Aviation

ByGabriele Petrauskaite

July 29, 2022

Equipped with amphibious floats, the Fire Boss features efficiently scoop up to 3,200 liters (845 gallons) of water from lakes or rivers, facilitating rapid reloads and swift returns to firefighting missions. According to the manufacturer, the single Pratt & Whitney PT6A turboprop engine-powered aircraft is capable of landing on both land and water as well as operating in diverse terrains and conditions

The A350-1000 will be the largest aircraft in Delta’s fleet, marking a significant step in the airline’s international growth. 

“The aircraft complements our fleet and offers an elevated customer experience, with more premium seats and best-in-class amenities, as well as expanded cargo capabilities,” said Ed Bastian, Delta’s Chief Executive Officer. 

Delta already operates 450 Airbus aircraft and was the first US airline to operate the A350-900 aircraft. 

“We are thankful for Delta’s continued confidence in Airbus’ solutions to meet its fleet needs,” said Christian Scherer, Chief Executive Officer of the Commercial Aircraft business at Airbus.  

In 2023, the aircraft manufacturer delivered 64 A350 family aircraft, compared to 60 the previous year. It currently has a backlog of over 1,206 orders from 58 customers worldwide.

This guide is here to clear up the confusion about flight cancellation compensation, with a focus on the European Union’s EC 261 regulation to help you understand your rights and how to claim the compensation you deserve.

Key takeaways

• EC 261 Regulation provides clear guidelines: Understanding the EU Regulation EC 261 is vital for passengers. It sets out clear guidelines for compensation in the event of a flight cancellation, detailing eligibility criteria and compensation amounts based on flight distance.
• Separate entitlements for compensation, refunds, and rerouting: Passengers affected by flight cancellations have distinct entitlements under EC 261. They can opt for monetary compensation, a full refund of the ticket cost, or rerouting to their final destination. These entitlements are separate and choosing one does not necessarily exclude the others.
• Varied time limits for compensation claims: The timeframe for filing a compensation claim for a canceled flight differs across EU member states, typically ranging from two to six years. It’s crucial for passengers to be aware of these limits to ensure timely submission of their claims.
• Options for claiming compensation: Passengers can claim compensation either independently or through a flight compensation company. Claiming independently allows passengers to keep the full compensation amount, while using a company offers convenience and expertise at the cost of a service fee.

Flight cancellation compensation overview

Flight cancellations, a common yet disruptive aspect of air travel, can significantly alter travel plans and lead to considerable inconvenience. Central to addressing these challenges is the European Union regulation EC 261, a critical legislation that has redefined air passenger rights within the EU. This regulation has gained notable attention for its comprehensive approach to passenger protection, though its application is specifically within the European context.

EC 261 is a cornerstone of passenger rights, holding airlines accountable for cancellations that fall within their responsibility. The regulation goes beyond merely acknowledging the inconvenience of a canceled flight; it addresses the broader impact, including disrupted itineraries and the uncertainty faced by passengers.

Under EC 261, passengers are entitled to compensation for flight cancellations, provided certain conditions are met. This includes situations where cancellations occur without adequate notice and are not due to extraordinary circumstances beyond the airline’s control. The compensation amount, ranging from $280 (€250) to $700 (€600), is determined based on factors such as the flight distance and the duration of the disruption.

For passengers, understanding the provisions of EC 261 is essential. It empowers them with the knowledge to effectively assert their rights in the face of flight cancellations. 

As we explore the intricacies of flight cancellation compensation, remember that being well-informed is the key to ensuring you receive the compensation and care you deserve in these situations.

Flight cancellation compensation eligibility criteria

Understanding whether you’re eligible for compensation when your flight is canceled is crucial. The eligibility criteria under the EC 261 regulation are specific, and not every cancellation will qualify for compensation. Here’s what you need to know to determine if you can claim compensation:

By understanding these criteria, you can better assess your situation and determine if you should pursue a claim for compensation. Remember, each case is unique, and the specifics of your situation will determine your eligibility. 

For a quick check on your flight’s eligibility and potential compensation, use this claim checker.

Exceptions and extraordinary circumstances explained

Flight cancellation compensation, as outlined in the EC 261 regulation, includes specific scenarios where airlines are exempt from paying compensation. These exceptions, known as extraordinary circumstances, are crucial in determining the validity of a compensation claim.

1. Extraordinary circumstances: These are situations beyond the airline’s control, exempting them from compensation responsibilities. Key examples include:
   • Severe weather conditions: Such as storms or heavy snowfall that make flying unsafe.
   • Air traffic control restrictions: Safety-related decisions impacting flights.
   • Political unrest or instability: Events like coups or civil unrest.
   • Security Risks: Threats that compromise airport or flight security.
   • Health emergencies: Public health crises affecting travel.
2. Advance notice: Airlines giving at least 14 days’ notice for cancellations typically do not owe compensation, regardless of the reason.
3. Alternative flight offers: If an airline offers an alternative flight with a similar arrival time, compensation may not be required. However, if the alternative flight results in a delayed arrival at your destination, you may be eligible for flight delay compensation under the same EC 261 regulation.
4. Voluntary cancellations: Passengers who voluntarily cancel their flight in exchange for certain benefits may forfeit their right to compensation.

Each cancellation case is unique, and the specifics will determine whether these exceptions apply.

How much compensation can you get for a canceled flight?

To get an estimate of the compensation amount, you can use this calculator.

What flights are covered?

Examples

1. Flight from Frankfurt Airport (Frankfurt, Germany) to Paris-Charles de Gaulle Airport (Paris, France) with Lufthansa:

Distance: 279 miles (449 km).

Cancellation: The flight was canceled 10 days before departure due to airline operational issues.

Compensation: Given the distance, passengers are entitled to $280 (€250) under EC 261. Additionally, passengers have the option of a full refund or a rebooking on an alternative flight.

2. Flight from London-Heathrow Airport (London, United Kingdom) to John F. Kennedy International Airport (New York, US) with British Airways:

Distance: 3442 miles (5540 km).

Cancellation: The flight was canceled seven days before departure because of a strike by airline staff.

Compensation: Given the distance, passengers are entitled to $700 (€600) under EC 261. As the cancellation was within the airline’s control, passengers are also eligible for a choice between a full refund or a rebooking on the next available flight.

3. Flight from Indira Gandhi International Airport (Delhi, India) to Amsterdam Airport Schiphol (Amsterdam, Netherlands) with KLM Royal Dutch Airlines (an EU-registered airline):

Distance: 3953 miles (6364 km).

Cancellation: The flight was canceled without prior notice on the day of departure due to technical issues.

Compensation: As the flight originated outside the EU but was operated by an EU-registered airline, passengers are eligible for compensation. Given the distance, passengers are entitled to $700 (€600) under EC 261. Passengers also have the right to either a full refund or an alternative flight to their destination.

What flights aren’t covered?

Examples

1. Flight from John F. Kennedy International Airport (New York, US) to Indira Gandhi International Airport (Delhi, India) with Delta Airlines:

Distance: 7316 miles (11776 km).

Cancellation: The flight was canceled due to operational reasons.

Compensation: Not applicable, as both the departure and arrival airports are outside the EU, and the airline is not EU-based. However, passengers may be offered a refund or rerouting based on the airline’s policy.

2. Flight from Paris-Charles de Gaulle Airport (Paris, France) to Frankfurt Airport (Frankfurt, Germany) with Lufthansa, canceled due to a severe snowstorm:

Distance: 296 miles (477 km).

Cancellation: The flight was canceled because of a severe snowstorm, an extraordinary circumstance.

Compensation: Not applicable under EC 261 due to extraordinary circumstances. However, passengers are entitled to a refund or rerouting.

3. Flight from Amsterdam Airport Schiphol (Amsterdam, Netherlands) to Barcelona-El Prat Airport (Barcelona, Spain) with KLM Royal Dutch Airlines, where passengers accepted travel vouchers:

Distance: 772 miles (1243 km).

Cancellation: The flight was canceled, and passengers accepted travel vouchers as compensation.

Compensation: Not applicable under EC 261, as passengers waived their right to monetary compensation by accepting vouchers. 

What happens if your flight is canceled and you have a connecting flight?

When your flight is canceled and you have a connecting flight, the situation can become particularly complex, especially if the connecting flights are part of the same booking. Under the EC 261, if your initial flight, which is within the EU or operated by an EU airline, is canceled, this can impact your eligibility for compensation for the entire journey, including the connecting flights. The key factor here is whether the cancellation causes you to miss your connecting flight and, consequently, delays your arrival at your final destination.

If the canceled flight leads to a missed connection and, as a result, you arrive at your final destination significantly later than originally planned, you are entitled to compensation based on the total distance of your journey. This rule applies even if the connecting flight is outside the EU. For instance, if your flight from Paris to Dubai is canceled, and you miss your connecting flight from Dubai to Bangkok, you are eligible for compensation for the entire journey, as long as it was booked as a single ticket. The compensation is calculated based on the total distance from your original departure point to your final destination, ensuring that passengers are adequately compensated for their overall travel disruption.

In addition to compensation, passengers are also entitled to either a refund or rerouting. If you choose a refund, you are reimbursed for the part of the journey not completed and, if relevant, a return to the first point of departure at the earliest opportunity. Alternatively, rerouting involves being offered an alternative means of reaching your final destination at the earliest convenience or at a later date suitable to you, subject to seat availability. These options provide flexibility and ensure that passengers are not left stranded due to cancellations, particularly in complex travel itineraries involving connecting flights. 

It’s important to note that if passengers accept certain forms of compensation, such as travel vouchers offered by the airline as an alternative to monetary compensation, this may sometimes lead to waived rights for further compensation. While accepting care from the airline, like meals or hotel accommodation, does not affect the right to monetary compensation, accepting vouchers can have different implications. Passengers should carefully consider the terms and conditions of such offers to fully understand their rights and the potential impact on their entitlements.

Flight cancellation compensation time limit

Under the EC 261 regulation, passengers are entitled to claim compensation for flight cancellations. However, it’s crucial to be aware of the time limits set by individual EU member states, as these determine how long after the disrupted flight a passenger can submit a claim for compensation.

While addressing a flight cancellation might not be your immediate priority, especially if it occurs at the start of a holiday or a significant trip, it’s important to remember that you don’t need to rush the claim process. Take the time to enjoy your trip or rearrange your plans, and once you’re able to, you can initiate the compensation claim. It’s generally beneficial to start the claim process while the details of the disruption are fresh in your mind and you have all the necessary information readily available. However, keeping in mind the specific time limit for the country involved ensures that you don’t miss the opportunity to claim what you’re entitled to.

Common myths and misconceptions about flight cancellation compensation

When it comes to flight cancellation compensation, there’s a wealth of information available, but not all of it is accurate. Let’s address and clarify some of the most common myths and misconceptions.

1. Myth: “I can only claim compensation if my flight was canceled at the last minute.”

Truth: Under EC 261, passengers can claim compensation for cancellations notified less than 14 days before departure, depending on the circumstances of the cancellation.

2. Myth: “Airlines don’t owe compensation if the cancellation was due to bad weather.”

Truth: While ‘extraordinary circumstances’ like severe weather can exempt airlines from paying compensation, this exemption is not automatic. If the airline could have reasonably anticipated and managed the situation, they might still be liable.

3. Myth: “I accepted a meal voucher from the airline, so I can’t claim compensation.”

Truth: Accepting care (such as meals or hotel accommodation) does not waive your right to compensation for a cancellation. These are considered separate entitlements under EC 261.

4. Myth: “Only EU citizens can claim compensation for flight cancellations under EC 261.”

Truth: EC 261 applies to all passengers on eligible flights, regardless of nationality. This includes flights departing from an EU airport or flights arriving in the EU with an EU-based airline.

5. Myth: “Claiming compensation for a canceled flight is too complicated and not worth the effort.”

Truth: While the process might seem daunting, there are various tools and services designed to assist passengers in claiming their rightful compensation efficiently.

6. Myth: “If I get a refund for my canceled flight, I can’t claim additional compensation.”

Truth: A refund for your flight ticket and cancellation compensation are two separate entitlements. Receiving a refund does not automatically disqualify you from being eligible for compensation.

7. Myth: “Accepting a travel voucher doesn’t affect my right to monetary compensation.”

Truth: Airlines often offer travel vouchers as an alternative to monetary compensation for cancellations. Accepting such a voucher may waive your right to further cash compensation. It’s important to understand the terms before accepting any offers from the airline.

Dispelling these myths helps passengers better understand their rights and ensures they are well-equipped to claim what they are entitled to in the event of a flight cancellation.

Real-life flight cancellation compensation stories

Several individuals recently reached out to Euflightcompensation.com for assistance with their flight cancellation compensation claims. Their success stories, shared here with permission, highlight the importance of understanding passenger rights.

Laura’s cancellation in Madrid

Laura’s flight from Madrid to Berlin was canceled due to a sudden airline staff strike. Initially, she was only offered a rebooking for a flight the next day. After learning about her rights, Laura filed a claim and received $280 (€250) in compensation.

Mike’s missed connection in Paris

Mike was traveling from Paris to New York with a connecting flight in London. His first flight was canceled, causing him to miss his connection. Aware of his rights, Mike filed a compensation claim and was awarded $700 (€600) for the disruption.

Sophie’s cancellation experience in Rome

Sophie’s flight from Rome to Amsterdam was canceled without prior notice due to operational difficulties. After returning home, she filed a claim and successfully received $280 (€250) in compensation.

Amit’s family vacation from London to Athens

Amit and his family’s flight from London to Athens was canceled due to a technical fault. He filed a claim for his family of four and collectively received $1,120 (4 x $280 or €250) in compensation.

These stories underscore the significance of being informed and proactive about your rights. While flight cancellations are unfortunate, knowing your rights can lead to successful compensation claims, turning a challenging experience into a positive outcome.

Flight cancellation compensation claim process

When dealing with a flight cancellation, passengers can choose between two primary methods to claim compensation: handling the claim independently or enlisting the services of a flight compensation company. Each approach has its benefits and drawbacks.

Using a flight compensation company

Advantages: These companies are experts in claiming compensation for flight cancellations. They manage all the paperwork, negotiations, and, if necessary, legal proceedings. This option is hassle-free for passengers.

Drawbacks: While these services increase the likelihood of a successful claim, they usually charge a fee, typically around 35% of the compensation amount. For instance, if you receive $700 (€600) in compensation, you would keep $455 (€390), with $245 (€210) going to the company.

Recommendation: This option is ideal for those who are short on time or unfamiliar with the claims process. For a list of reputable companies, refer to this list of the best flight compensation companies.

Claiming compensation independently

Advantages: Successfully claiming compensation on your own means you retain the entire amount without any deductions.

Drawbacks: The process can be time-consuming and requires an understanding of the EC 261 regulation. Airlines may delay or ignore claims from individuals, and while they are required to respond within a certain timeframe, there’s no regulated timeframe for the payout.

Recommendation: This approach suits those who are familiar with EC 261 and have the time to consistently follow up.

Steps for independent flight cancellation compensation claims

1. Determine your eligibility: Use this claim checker to quickly assess if your flight qualifies for compensation under EC 261.
2. Gather necessary documentation: Collect all relevant documents, including flight tickets, boarding passes, communication from the airline about the cancellation, and any receipts for additional expenses.
3. Fill out the EC 261 claim form: Complete the EC 261/2004 form with all pertinent details. 
4. Approach the airline: Submit your claim to the airline’s customer service or designated claims department. Keep all correspondence for your records.
5. Await airline response: Airlines typically respond within six to eight weeks. If they accept your claim, they will process the compensation. If rejected, understand their reasons and consider your next steps.
6. Legal action (If Necessary): If the airline rejects a valid claim and you’ve exhausted other avenues, consider legal action. You may need legal representation in such cases.

Both methods of claiming compensation for flight cancellations have distinct advantages and challenges. The best approach depends on the individual passenger’s preferences, availability of time, and comfort with the process. Whether opting for the expertise and convenience of a compensation company or navigating the process independently to retain the full compensation amount, both paths can lead to a successful claim. The key is choosing the route that best aligns with your needs.

Is flight cancellation compensation worth it?

As we conclude this comprehensive guide on flight cancellation compensation, you might be considering the effort involved and questioning whether it’s the right thing to do. Is pursuing compensation for a canceled flight truly worth it, both in terms of effort and ethics? To provide some perspective on this, let’s hear from Martynas Baniulis, co-owner of Euflightcompensation.com.

“Absolutely, seeking compensation for flight cancellations goes beyond just monetary reimbursement; it’s about holding airlines accountable for the disruptions they cause,” Baniulis said. “From my experience, the impact of flight cancellations on passengers is profound. It’s not only about the immediate inconvenience; it involves missed connections, disrupted plans, and the overall uncertainty and stress that follow. 

“By claiming compensation, passengers send a clear message to airlines about the importance of reliability and customer service. It encourages airlines to maintain high standards and be responsible for their operational decisions. So, is pursuing flight cancellation compensation worth it? Without a doubt. It’s a step towards a more accountable and passenger-focused aviation industry.”

Future of flight cancellation rights

As we look towards the future of flight cancellation rights, it’s evident that the landscape is evolving, with potential changes that could significantly impact passengers globally. The European Union’s EC 261 regulation has set a high standard for passenger rights in cases of flight cancellations, serving as a model that other regions are beginning to consider.

One of the most notable developments is the ongoing discussion in the United States about establishing a regulation analogous to EC 261. This potential new framework would offer similar protections and compensation for passengers affected by flight cancellations in the US. The introduction of such a regulation would mark a significant step forward in passenger rights on a global scale, bringing the US in line with the EU in terms of passenger protections.

In addition to potential new regulations in other regions, advancements in technology and increasing passenger advocacy are likely to drive further changes in flight cancellation rights. Airlines and regulatory bodies are expected to adopt more passenger-friendly policies, with a focus on transparency and fairness. This could mean more straightforward compensation processes, better communication during disruptions, and overall, a more responsive approach to handling flight cancellations.

Furthermore, as environmental concerns continue to gain prominence, we might see regulations evolve to address the environmental impact of flights. This could lead to airlines adopting more sustainable practices and possibly altering their operational strategies to minimize cancellations and their associated inconveniences.

Overall, the future of flight cancellation rights looks to be moving towards greater fairness and consideration for passengers. With discussions like those happening in the US and ongoing improvements in the EU, passengers can expect to see more robust protections and a more passenger-centric approach from airlines and regulatory bodies worldwide.

Frequently Asked Questions

What is flight cancellation compensation?

Flight cancellation compensation is a monetary reimbursement that airlines are required to provide passengers when their flight is canceled and it wasn’t due to extraordinary circumstances beyond the airline’s control. This compensation, mandated by regulations like the European Union’s EC 261, is designed to compensate passengers for the inconvenience caused by the cancellation.

How is the compensation amount determined for flight cancellations?

The compensation amount depends on the flight distance: up to 932 miles (1,500 km) ($280 or €250), between 932 and 2,175 miles (1,500 km and 3,500 km) ($450 or €400), and over 2,175 miles (3,500 km) ($700 or €600).

How do I know if I’m eligible for flight cancellation compensation?

Under EC 261, you are eligible for compensation if your flight was canceled less than 14 days before the scheduled departure and the cancellation wasn’t due to extraordinary circumstances. The amount varies based on the flight distance.

How far back can I claim compensation for a canceled flight?

The time frame varies by country within the EU. For example, in Germany, you can claim for flights up to three years old, while in the UK, it’s up to six years.

What are ‘extraordinary circumstances’ in the context of flight cancellations?

These are situations beyond the airline’s control where the cancellation could not have been avoided even with all reasonable measures. Examples include extreme weather conditions, security threats, and strikes affecting the airline’s operation.

If my flight is canceled, am I entitled to care and assistance from the airline?

Yes, under EC 261, if your flight is canceled, the airline must provide care and assistance, which can include meals, refreshments, and accommodation if necessary.

Can I claim compensation if I miss a connecting flight due to a cancellation?

Yes, if you miss a connecting flight due to a cancellation and arrive at your final destination with a significant delay, you might be entitled to compensation, provided the flights were under a single booking.

What if the airline offers me a replacement flight due to the cancellation?

If the airline offers a replacement flight and you accept it, you may still be eligible for compensation depending on the delay in reaching your final destination.

Do I need to be an EU citizen to claim compensation under EC 261 for a canceled flight?

No, EC 261 applies to all passengers on eligible flights, regardless of nationality.

How long does it typically take to receive compensation for a canceled flight?

The response time can vary, but airlines typically have six to eight weeks to respond to claims. The process might take longer if the claim is initially rejected.

What should I do if the airline rejects my valid claim for a canceled flight?

If your valid claim is rejected, consider seeking assistance from flight compensation companies or legal representatives.

Are charter flights covered under EC 261 for cancellations?

Yes, charter flights are covered under EC 261, just like scheduled flights, for cancellations.

If I used air miles or points to book my ticket, can I still claim compensation for a cancellation?

Yes, the method of booking doesn’t affect your eligibility for compensation under EC 261.

Conclusion

Navigating the complexities of flight cancellations can be a challenging and often frustrating experience. However, as this guide has shown, passengers are far from powerless when faced with such disruptions. Equipped with the right knowledge and tools, travelers can transform these unfortunate situations into opportunities to hold airlines accountable and claim the compensation they are rightfully owed.

The EC 261 regulation is a cornerstone in upholding the rights of passengers within the European Union. It emphasizes the need for punctuality, transparency, and accountability in the aviation industry. Whether you decide to handle your compensation claim independently or seek the help of professional services, the most important thing is to stay informed and take proactive steps.

Ultimately, flight cancellation compensation is about more than just receiving a monetary payout. It reflects a broader commitment to ensuring that passengers are treated with respect and fairness. By understanding your rights and acting when necessary, you not only benefit personally but also contribute to fostering a more responsible and passenger-focused aviation industry. Here’s to safer and more reliable travels!

The team was flying from Banjul International Airport (BJL) to Yamoussoukro Airport (ASK) on the Ivory Coast, where the 2023 African Cup of Nations (AFCON) will take place from January 13 – February 11, 2024.

One of the team members on the flight, former Manchester United and Celtic player Saidy Janko, shared details on his social media accounts about the ordeal that the players endured. 

View this post on Instagram

A post shared by Saidy Janko (@saidyjanko22)

According to Janko, the immense heat could already be felt when the players boarded the flight, which was operated by Air Côte d’Ivoire, also the official transport partner and sponsor of AFCON 2023.

Prior to taking the flight from the Gambia, the team flew in from Saudi Arabia for pre-tournament conditioning and training.

Janko said that the team had already traveled for a total of 32 hours from Saudi Arabia to the Gambia, with long layovers in Istanbul Airport (IST) and Mohammed V International Airport (CMN) in Casablanca.

The caption of Janko’s Instagram post read: “As soon as we entered the small plane that was hired to fly us, we noticed the immense heat that left us dripping in sweat. It was assured to us by the crew that the air condition would start once we are in the sky.” 

He continued: “The inhumane heat mixed with the occurring lack of oxygen left many people with strong headaches and extreme dizziness. Furthermore, people started falling deeply asleep minutes after entering the aircraft/takeoff.”

According to Janko, the situation “got worse” while in the air, which forced the pilot to perform an emergency landing back to Banjul Airport, nine minutes after takeoff.

The flight landed safely, and apart from some players passing out due to the heat,  no one was reported to be seriously injured.

Although the 28-year old football player said he was grateful that everyone was well and that the situation could have gotten much worse, he also condemned the incident, saying it was an “obstacle” to the players’ duties, and described the harrowing experience as “unacceptable.”

Air Côte d’Ivoire has since provided an official statement via its Facebook page, confirming the incident and saying that “pressurization problem” in the aircraft made the crew decide to turn back.

The airline has also said that the problem could have been resolved quickly and fixed by a mechanic at the airport. However, the flight crew had already reached their regulatory flight time.

The carrier also said it had dispatched a second flight crew for the players to proceed to their flight to Yamoussoukro.

The reformed policies will focus on air traffic control communication and aircraft operation.

Communication changes

The first amendment is how orders should be communicated and sent out from the control tower. 

Based on investigations and the transcript of communication that took place during the incident, the coast guard captain had likely mistook the term “Number one” (No.1) to mean a green light to enter the runway. “Number one” was actually the term for the control tower to communicate the order of departure for planes in standby.

Because of this miscommunication, the term “Number one” will no longer be used. The control tower will now simply give planes a takeoff clearance to simplify orders. 

A new role

The government also introduced a new role to enhance its airport safety policies. 

A dedicated person whose sole task is to monitor the radar that tracks activity on the runway will be employed. This staff member will immediately notify colleagues when a plane that has not had clearance yet is detected on the runway. 

Japan’s transport ministry plans to introduce this role at other major airports with radar capabilities such as Narita International Airport (NRT)  and Kansai International Airport (KIX).

Additionally, pilots are now also required to relearn command phrases used by the control tower. Runways of major airports in the country will also be repainted for better visibility. 

According to the Federal Aviation Administration (FAA), a Level 2 security threat pertains to a passenger’s physically abusive behavior. 

American Airlines flight 1497 took off from Dallas Fort Worth International Airport (DFW) on January 3, 2024 and was headed for Bozeman Yellowstone International Airport (BZN).

According to court documents, a passenger complained to a flight attendant about the passenger seated behind who had been violently kicking his seat. 

When the flight attendant tried to intervene, the unruly passenger, identified as Keith Edward Fagiana, aged 61, swore at the flight attendant and punched him in the stomach. Fagiana allegedly stood up and punched the flight attendant three more times.

The flight attendant, with the help of other passengers, then tackled Fagiana and managed to restrain him.

The flight was diverted and landed safely at BZN airport, where airport officers boarded the plane.

As Fagiana was being placed in handcuffs, he allegedly kicked one officer in the groin and spat on them, prompting the escorting officers to put a spit hood over his face.

When Fagiana was later questioned by officers, he claimed to not remember anything about the flight, but admitted to drinking Captain Morgan’s rum before boarding. 

According to a June 2023 report by Fortune passenger rage is not just attributed to stress and anxiety but also passengers drinking at airport bars while waiting to board or when flights are delayed.

The first steward was found dead on December 23, 2023 in a layover hotel in Newark after he failed to report for duty. 

The steward’s scheduled flight from Newark Liberty International Airport (EWR) to London Heathrow Airport (LHR) was subsequently canceled. 

Passengers were rebooked on later flights, and the steward’s colleagues were flown back to London as passengers.

The second male flight attendant died on a New Year’s Eve flight from LHR Airport to Hong Kong International Airport (HKG). 

According to reports, the flight was preparing for departure, and as the doors locked and the pilot called for pushback, the steward collapsed at the rear galley of the aircraft.

The pilot immediately called for medical assistance and a passenger who was trained in first aid tried to help resuscitate the steward. 

Local police and medical crews eventually arrived at the scene, but sadly the steward could not be saved.

The flight was subsequently canceled and all passengers were booked on another flight the following day.

Both flight attendants were aged 52, and according to The New York Post, had no known health issues.

British Airways told AeroTime: “Our thoughts are with our colleagues’ friends and family at this incredibly sad time.”

Salt Lake City Police Department (SLCPD) identified the man as 30-year old Kyler Efinger, a resident of Park City, Utah.

According to police sources, Efinger held a valid boarding pass to Denver, Colorado, but a store manager inside the airport contacted dispatchers with the Airport Control Center to report a disturbance involving a passenger on the secured side of the terminal.

In a press statement, the airport said that Efinger breached an airport security door and accessed the airfield.

“The individual ran to the south end of the airport’s west runway where deicing

operations were underway and crawled into an aircraft engine that was not running,” the airport said.

The Delta Air Lines aircraft was enroute from SLC airport to San Francisco International Airport (SFO).

SLCPD officers and airport employees found the man unconscious inside a wing-mounted engine of an occupied commercial aircraft on the deicing pad.

The incident did not impact airport operations. According to the police, SLCPD officers, Airport Operations and the Salt Lake City Fire Department performed lifesaving efforts, but Efinger died on scene.

The feathering caused a loss of thrust, which then led to an aerodynamic stall.

The ATR 72 aircraft, operated by Yeti Airlines, crashed just before it was due to land in the tourist city of Pokhara on January 15, 2023. It was Nepal’s deadliest plane crash in 30 years.

Among the 72 victims of the flight were two infants, four crew and 15 foreign nationals. There were no survivors.

According to the report, the 72-hour history of both pilots did not indicate fatigue or health issues to be a factor in the fatal mistake. “Both pilots were reported to have eaten routine foods, went to bed, and rose at routine hours,” the report said. 

The twin-engine aircraft was found to have been maintained properly, with no maintenance work overdue. 

Furthermore, the report stated that the most probable cause of the accident had been determined to be the inadvertent movement of both condition levers to the feathered position in flight. This feathering of both propellers resulted in a loss of thrust, leading to an aerodynamic stall and eventual collision with terrain.

“Following the unintentional feathering of both engine propellers, the flight crew failed to identify the problem and take corrective actions despite the Crew Alerting Panel cautions,” the report said.

The report also identified human considerations such as high workload and stress and non-compliance with standard operating procedures as factors that had contributed to the accident.

In a September 2023 lecture before the Royal Aeronautical Society, aerospace expert Jean-Luc Marchand and pilot Patrick Blelly said that the flight was likely an “atrocious one-way journey” carried out by an experienced pilot who had taken advantage of the shortcomings of the civilian and military air traffic control.

According to an overview of the lecture, the pair noted that “the ‘person in command’ from start to end, could have taken advantage of the shortcomings of the civilian and military air traffic control and would have managed to stay basically ‘undetected’, that is, if the Inmarsat satellite communication aircraft ‘watchdog’ data did not exist.”

Marchand and Blelly claimed that the plane’s transponder was turned off and that the U-turn the aircraft made away from the flight path could not have been autopilot.

The latest MH370 study encompasses both aeronautical, technical and operational perspectives and concludes that the flight ended in the Indian Ocean after a well-controlled ditch, producing little wreckage debris, making it even more difficult to find.

Based on these new revelations, Marchand and Blelly issued an open call for help, claiming that a 10-day search could provide new insights into the disappearance of the ill-fated flight.

“It could be a quick thing. Until the wreckage of MH370 is found, nobody knows [what happened]. But, this is a plausible trajectory,” Marchand told Australian news outlet news.com.au.

“We have done our homework. We have a proposal … the area is small and considering new capabilities it will take 10 days,” Marchand said.

The pair also called on Australia’s Transport Safety Authority, the Malaysian government, and exploration company Ocean Infinity to launch a new search.

According to news.com.au, Ocean Infinity said that it was interested in restarting its search on a “no find, no fee” basis.

Malaysia Airlines flight 370 was an international passenger flight en route to Beijing from Kuala Lumpur that disappeared on March 8, 2014.

Almost 10 years on, the disappearance of flight MH370 remains one of aviation’s most perplexing and long-running mysteries that continues to attract plenty of conspiracy theories and angles.

In August 2023, a group of scientists said that barnacles attached to one of the flight’s flaperon that washed ashore in Reunion Island in 2015 could help locate the Boeing 777-200ER aircraft.

Data analytics: the foundation of digital changes

Digital technology is gradually becoming the backbone of the aviation industry, making operations smoother, safer, and more efficient. IATA defines digital transformation as “value creation through the deconstruction of legacy processes and the reconstruction of these processes leveraging digital assets”. Nowadays, from the moment a passenger books a ticket online to the time they disembark from their flight, digital tools are at play. Transformation is happening across various aspects of aviation, profoundly impacting jobs. “One of the most significant trends in aviation is the use of data analytics. Airlines collect vast amounts of data on everything from flight performance to passenger preferences. With new technologies such as AI and machine learning emerging at speed, this data helps to optimize routes, reduce fuel consumption, and enhance the passenger experience. Aviation professionals need to understand how to interpret and leverage this data effectively,” explains Hogervorst.

To adapt to the digital advancements sweeping through the aviation industry, aviation professionals must first and foremost become digitally literate and learn how to analyse and derive insights from data. “Aviation professionals should be comfortable navigating digital systems, understanding basic programming concepts, and using software tools relevant to their roles. With the influx of data in aviation, understanding data analysis tools and techniques is crucial. People working in a company should be open to learning and adapting to new technologies as they emerge, “says Director of Aerviva Aviation Consultancy.

Automation’s impact on aviation and its jobs

Data is the main catalyst of automation, which streamlines many aspects of aviation, from check-in kiosks at airports to autopilot systems in the cockpit and air traffic management. It has become deeply integrated, enhancing efficiency, safety, and the overall passenger experience. These advancements are not limited to a single area but have permeated every aspect of the industry, from pre-flight preparations to in-flight operations and post-flight maintenance.

According to HERMES Air Transport Organisation’s report, automation helps the industry make smarter use of assets, optimize the efficiency of all processes, and develop a better understanding of the businesses, routes, costs, and opportunities for improvement. For example, American Airlines reduced a laborious four-hour gate assignment process, which once required a team of people working late into the night to assign flights to gates and account for the day’s cancellations, to a 2.5-

minute procedure using AI. This freed up their team members while providing an improved experience for their customers.

However, while automation improves efficiency, aviation professionals must learn how to work alongside these technologies and handle situations when they require manual intervention. The Director of Aerviva Aviation Consultancy explains, “As more tasks are automated, the roles of aviation professionals are evolving. For example, flight crews now spend less time manually controlling the aircraft and more time monitoring systems, making strategic decisions, and ensuring passenger safety and comfort. This shift requires them to adapt to new responsibilities and become proficient in using automation tools. Also, automation can make certain skills less frequently used, such as manual piloting skills. However, aviation professionals must stay proficient in these skills to handle exceptional situations, like system failures or emergencies that require manual intervention.”

What does working alongside digitalization look like?

According to Airports Council International (ACI), business intelligence solutions are at the forefront of airport IT investment priorities, with 93% or more planning business intelligence initiatives for asset management and flight operations by 2025. However, while digital transformation improves efficiency and safety, aviation professionals play a crucial role in this automated landscape by working alongside these technologies, monitoring their performance, and being prepared to intervene when needed. Their adaptability, training, and expertise are essential in maintaining the highest standards of safety and efficiency.

As HERMES Air Transport Organisation’s report shows, digital transformation demands a new set of skills compared to those needed for legacy systems. Automated technologies will partly or entirely replace some repetitive jobs. Digital transformation will lead to a reduction in process-driven, low-skilled physical and administrative jobs. On the other hand, such technologies will not replace critical positions involving immediate decision-making that requires human logic, experience, and common sense.

According to 2023 Airline Tech Trends by Deloitte, “airlines’ challenges may require new skill sets, but large parts of today’s workforce seem to be retiring. Airlines could bolster their delivery by reimagining the sourcing and constitution of their workforces. Focus on the technology knowledge and skills that can be distinctively competitive differentiators”.

“Ensuring that aviation workers are well-trained can be a cornerstone of the pursuit of aviation safety. In the digital age, staying up-to-date with technology is not just beneficial; it’s essential for aviation professionals. Those who embrace and adapt to the digital transformation will be better equipped to excel in their careers and contribute to the industry’s growth,” says Hogervorst.

Every creature was hurting — even the mouse.

The toys were all broken, their batteries dead;

Santa passed out, with some ice on his head.

–an excerpt from ‘Twas the Day After Christmas by Buyer S. Remorse

If you’re feeling the post-Christmas blues, you’ll be relieved to know that you’re far from alone. In the US, December 26 happens to be National Whiners Day. It was founded in 1986 by Reverend Kevin Zaborney to remind people to be grateful rather than complain.

But let’s face it, we all love a good whinge every now and then. And given the way that air travel is going now– endless cancellations, delays and unruly passengers – it’s unsurprising that air travel complaints have quadrupled compared with pre-pandemic levels. 

Here, to humor and indulge our inner Grinches and Scrooges, we’ve rounded up the most ridiculous and outrageous airline complaints of recent history. 

Are these complaints reasonable? Or simply uncalled for? Have a read and tell us.

Ghost of the cheese-mas past

For the first complaint, we are digging up the grievance of a cranky cheese-lover who was deeply concerned about Air New Zealand’s cheese-to-cracker ratio. Yes, you read that right. 

In 2015, Air New Zealand passenger Jerry Scott posted a photo of cheese and crackers served to him on the flight. Scott found the generous-sized cheese slices and normal-sized crackers to be “out of whack”.

Here’s the message to Air New Zealand that he posted on Facebook:

“Dear Air New Zealand, I am writing this as a matter of national concern. I have been having sleepless nights wondering if I should mention it or not but tonight the straw broke the camel’s back. I’m pretty sure that all Air New Zealand faithful have been having the same struggle as I and so tonight I officially raise this concern;

Your cheese to cracker ratio is completely out of whack…

I mean I like cheese, I REALLY like cheese but often the best part of the cheese is having it accompanied by a firm and crisp cracker. I feel that there is sufficient cheese to justify at least four crackers!! Now maybe it’s the one ice cold red wine that I consumed in flight talking here but I took the liberty of taking a photo to show the terrible extent of your problem. Please rectify this horrid oversight…”

Thankfully, Scott’s complaint turned out to be satirical. When Air New Zealand responded by saying that it had passed on his feedback so that the team can look into the issue, Scott replied, “I will be publicly executed if you reduce the cheese allowance… Just saying.”

The “Dear Richard” letter

This is an oldie but a classic. In 2008, Virgin Atlantic passenger Oliver Beale wrote a six-page impassioned letter to Virgin Group founder Sir Richard Branson about his “culinary journey of hell” on a flight from Mumbai Airport (BOM) to London Heathrow Airport (LHR). 

The letter attracted so much attention that some believed it to have been a marketing stunt.

Here’s Beale’s ordeal in his own words, as published by Letters of Note.

“Dear Mr Branson

REF: Mumbai to Heathrow, 7th December 2008

I love the Virgin brand, I really do, which is why I continue to use it despite a series of unfortunate incidents over the last few years. This latest incident takes the biscuit. Ironically, by the end of the flight I would have gladly paid over a thousand rupees for a single biscuit following the culinary journey of hell I was subjected to at the hands of your corporation. Look at this Richard. Just look at it:

I imagine the same questions are racing through your brilliant mind as were racing through mine on that fateful day. “What is this?” “Why have I been given it?” “What have I done to deserve this?” And: “Which one is the starter, which one is the dessert?” You don’t get to a position like yours, Richard, with anything less than a generous sprinkling of observational power, so I KNOW you will have spotted the tomato next to the two yellow shafts of sponge on the left. Yes, it’s next to the sponge shaft without the green paste. That’s got to be the clue hasn’t it. No sane person would serve a dessert with a tomato, would they? Well, answer me this, Richard: what sort of animal would serve a dessert with peas in:

I know it looks like a bhaji but it’s in custard, Richard. Custard. It must be the pudding. Well you’ll be fascinated to hear that it wasn’t custard. It was a sour gel with a clear oil on top. Its only redeeming feature was that it managed to be so alien to my palate that it took away the taste of the curry emanating from our miscellaneous central cuboid of beige matter. Perhaps the meal on the left might be the desert after all.

Anyway, this is all irrelevant at the moment. I was raised strictly but neatly by my parents and if they knew I had started dessert before the main course, a sponge shaft would be the least of my worries. So let’s peel back the tin-foil on the main dish and see what’s on offer.

I’ll try and explain how this felt. Imagine being 12 years old, Richard. Now imagine it’s Christmas morning and you’re sat there with your final present to open. It’s a big one, and you know what it is. It’s that Goodmans stereo you picked from the catalog and wrote to Santa about. Only you open the present and it’s not in there. It’s your hamster, Richard. It’s your hamster in the box and it’s not breathing. That’s how I felt when I peeled back the foil and saw this:

Now, I know what you’re thinking. You’re thinking it’s more of that Bhaji custard. I admit I thought the same too, but no. It’s mustard, Richard. MUSTARD. More mustard than any person could consume in a month. On the left we have a piece of broccoli and some peppers in a brown glue-like oil and on the right the chef had prepared some mashed potato. The potato masher had obviously broken and so it was decided the next best thing would be to pass the potatoes through the digestive tract of a bird. Once regurgitated it was clearly then blended and mixed with a bit of mustard. Everybody likes a bit of mustard, Richard.

By now I was actually starting to feel a little hypoglycaemic. I needed a sugar hit. Luckily there was a small cookie provided. It had caught my eye earlier due to its baffling presentation:

It appears to be in an evidence bag from the scene of a crime. A CRIME AGAINST BLOODY COOKING. Either that or some sort of back-street underground cookie, purchased from a gun-toting maniac high on his own supply of yeast. You certainly wouldn’t want to be caught carrying one of these through customs. Imagine biting into a piece of brass, Richard. That would be softer on the teeth than the specimen above.

I was exhausted. All I wanted to do was relax, but obviously I had to sit with that mess in front of me for half an hour. I swear the sponge shafts moved at one point.

Once cleared, I decided to relax with a bit of your world-famous onboard entertainment. I switched it on:

I apologize for the quality of the photo, but it was incredibly hard to capture Boris Johnson’s face through the flickering white lines running up and down the screen. Perhaps it would be better on another channel:

Is that Ray Liotta? A question I found myself asking over and over throughout the gruelling half-hour I attempted to watch the film like this. After that, I switched off. I’d had enough. I was the hungriest I’d been in my adult life and I had a splitting headache from squinting at a crackling screen.

My only option was to simply stare at the seat in front and wait for either food, or sleep. Neither came for an incredibly long time. But when it did, it surpassed my wildest expectations:

Yes! It’s another crime-scene cookie. Only this time you dunk it in the white stuff.

Richard – What is that white stuff? It looked like it was going to be yoghurt. It finally dawned on me what it was after staring at it. It was a mixture of the Bhaji custard and the Mustard sauce. It reminded me of my first week at university. I had overheard that you could make a drink by mixing vodka and Refreshers. I lied to my new friends and told them I’d done it loads of times. When I attempted to make the drink in a big bowl it formed a cheese Richard. A cheese. That cheese looked a lot like your bhaji-mustard.

So that was that, Richard. I didn’t eat a bloody thing. My only question is: How can you live like this? I can’t imagine what dinner round your house is like – it must be like something out of a nature documentary.

As I said at the start, I love your brand, I really do. It’s just a shame such a simple thing could bring it crashing to its knees and begging for sustenance.

Yours sincerely,

Oliver Beale”

15 years on, no one knows for sure whether this page-turner of a letter was a legitimate complaint, though it’s been reported that Branson read it while on a holiday. He told The Sydney Morning Herald that he “laughed his head off”, and gave Beale a phone call. 

The loo-dicrous seat number 29E

These days airline complaints are quickly typed up using smartphones and either posted on social media or sent as a message to airlines.

This 2004 complaint to Continental Airlines may churn your stomach due to its graphic descriptions, but it holds its own charm for two reasons: it’s handwritten– a rare and cherishable thing these days – and it includes an illustration to help get the complaint across.

The unnamed passenger had a “miserable experience” because of their seat’s close proximity to the lavatory, but they found a very creative way of conveying their ordeal. 

The letter is dated December 21, 2004 and is stamped as having been received by “Customer Care” on April 13, 2005. 

Here are excerpts from the letters, with the full text below. 

“12-21-04

FH#888/500 → HOUSTON

SEAT #29E

RECEIVED

APR 13 2005

CUSTOMER CARE

Dear Continental Airlines,

I am disgusted as I write this note to you about the miserable experience I am having sitting in seat 29E on one of your aircrafts. As you may know, this seat is situated directly across from the lavatory, so close that I can reach out my left arm and touch the door.

All my senses are being tortured simultaneously. It’s difficult to say what the worst part about sitting in 29E really is? Is it the stench of the sanitation fluid that’s blown all over my body every 60 seconds when the door opens? Is it the wooosh of the constant flushing? Or is it the passengers asses that seem to fit into my personal space like a pornographic jig-saw puzzle?

I constructed a stink-shield by shoving one end of a blanket into the overhead compartment — while effective in blocking at least some of the smell, and offering a small bit of privacy, the ass-on-my-body factor has increased, as without my evil glare, passengers feel free to lean up against what they think is some kind of blanketed wall. The next ass that touches my shoulder will be the last!

I am picturing a boardroom, full of executives giving props to the young promising engineer that figured out how to squeeze an additional row of seats onto this plane by putting them next to the LAV.

I would like to flush his head in the toilet that I am close enough to touch, and taste, from my seat.

Putting a seat here was a very bad idea. I just heard a man GROAN in there! THIS SUCKS!

DEPICTION OF MANS BUTT IN MY FACE

Worse yet, is I’ve paid over $400.00 for the honor of sitting in this seat!

Does your company give refunds? I’d like to go back where I came from and start over. Seat 29E could only be worse if it was located inside the bathroom.

I wonder if my clothing will retain the sanitizing odor…. what about my hair! I feel like I’m bathing in a toilet bowl of blue liquid, and there is no man in a little boat to save me.

I am filled with a deep hatred for your plane designer and a general dis-ease that may last for hours.

We are finally descending, and soon I will be able to tear down the stink-shield, but the scars will remain.

I suggest that you initiate immediate removal of this seat from all of your crafts. Just remove it, and leave the smoldering brown hole empty, a good place for sturdy/non-absorbing luggage maybe, but not human cargo.”

The complaint letter typed with one hand

This 2013 complaint letter to Jetstar was written by Australian blogger Richard Wisken who felt disgruntled after being sat next to an overweight passenger on a Perth Airport (PER) to Sydney Kingsford Smith Airport (SYD) flight.

A self-described “idiot” on social media X (formerly Twitter), Wisken is known for his written opinions that are NSFW (not suitable for work), and his complaint to Jetstar is no exception.

Wisken claimed that he typed the 700-word complaint with one hand as a result of sharing his space with what he initially thought was an “infant hippopotamus” on a four-hour flight.

Following his ordeal, Wisken encountered another hitch, with his next flight being canceled – twice – and then the third being delayed.

In the end, Jetstar offered him AUD 100 ($68.00) in compensation, and also refunded the AUD 25 ($17.00) he paid for an emergency seat.

The letter can be read on Wisken’s blog here, and a full transcript is also below. 

“Dear Jetstar,

Do you like riddles? I do, that’s why I’m starting this letter with one. What weighs more than a Suzuki Swift, less than a Hummer and smells like the decaying anus of a deceased homeless man? No idea? How about, what measures food portions in kilograms and has the personal hygiene of a French prostitute? Still nothing? Right, one more try. What’s fat as fuck, stinks like shit and should be forced to purchase two seats on a Jetstar flight? That’s right, it’s the man I sat [struck out: next to] under on my flight from Perth to Sydney yesterday.

As I boarded the plane, I mentally high-fived myself for paying the additional $25 for an emergency seat. I was imagining all that extra room, when I was suddenly distracted by what appeared to be an infant hippopotamus located halfway down the aisle. As I got closer, I was relieved to see that it wasn’t a dangerous semi-aquatic African mammal, but a morbidly obese human being. However, this relief was short-lived when I realised that my seat was located somewhere underneath him.

Soon after I managed to burrow into my seat, I caught what was to be the first of numerous fetid whiffs of body odour. His scent possessed hints of blue cheese and Mumbai slum, with nuances of sweaty flesh and human faeces sprayed with cologne – Eau No. Considering I was visibly under duress, I found it strange that none of the cabin crew offered me another seat. To be fair, it’s entirely possible that none of them actually saw me. Perhaps this photo will jog their memories. 

Pinned to my seat by a fleshy boulder, I started preparing for a 127 Hours-like escape. Thankfully though, the beast moved slightly to his left, which allowed me to stand up, walk to the back of the plane and politely ask the cabin crew to be seated elsewhere. I didn’t catch the names of the three flight attendants, but for the purpose of this letter, I’ll call them: Chatty 1, Chatty 2 and Giggly (I’ve given them all the same surname – Couldnotgiveashit). After my request, Chatty 1 and Chatty 2 continued their conversation, presumably about how shit they are at their jobs, and Giggly, well, she just giggled. I then asked if I could sit in one of the six vacant seats at the back of the aircraft, to which Giggly responded, “hehehe, they’re for crew only, hehehe”. I think Giggly may be suffering from some form of mental impairment.

I tried to relocate myself without the assistance of the Couldnotgiveashit triplets, but unfortunately everyone with a row to themselves was now lying down. It was then I realised that my fate was sealed. I made my way back to Jabba the Hutt and spent the remainder of the flight smothered in side-boob and cellulite, taking shallow breaths to avoid noxious gas poisoning. Just before landing, I revisited the back of the plane to use the toilet. You could imagine my surprise when I saw both “crew only” rows occupied by non-crew members. I can only assume Giggly let them sit there after she forgot who she was and why she’s flying on a big, shiny metal thing in the sky.

Imagine going out for dinner and a movie, only to have your night ruined by a fat mess who eats half your meal then blocks 50% of the screen. Isn’t that exactly the same as having someone who can’t control their calorie intake occupying half your seat on a flight? Of course it is, so that’s why I’m demanding a full refund of my ticket, including the $25 for an emergency row seat. 

I’m also looking to be compensated for the physical pain and mental suffering caused by being enveloped in human blubber for four hours. My lower back is in agony and I had to type this letter one-handed as I’m yet to regain full use of my left side. If I don’t recover completely, I’ll have to say goodbye to my lifelong dream of becoming Air Guitar World Champion. If that occurs, you will pay.

To discuss my generous compensation package, email me at: richwisken@hotmail.com, or tweet me at: @RichWisken

No regards,

Rich Wisken”

The request for a scenic route

This final letter is not a complaint, but rather a request for the pilot to fly a ‘scenic route’. 

FlyDubai Passenger Bagher Mozafari, a self-described aviation enthusiast, was traveling to Dubai International Airport (DXB) in November 2023 to attend the recent Dubai Air Show. 

Mozafari wrote a letter to the captain of the B737 MAX 8, “wondering” if they could fly a suggested scenic route because he was seated by the window. The letter even had an accompanying flight path taken from live air traffic site FlightRadar24.

The letter has been shared on ‘A Fly Guy’s Cabin Crew Lounge’, a Facebook group for aviation professionals with 1.3 million members.

Based on the comments from the Facebook group, plenty of members found it amusing, even perhaps endearing, for a passenger to think that something like that could easily be done. 

Many also appreciated that the letter was politely worded and respectfully written by a very enthusiastic passenger. 

The full text of the letter:

 “Dear Captain,

I hope this letter finds you well. I am writing to you as I am about to embark on my first non-Iranian airline flight with Flydubai, and I am thrilled to be flying with your airline. I am visiting Dubai to attend the Dubai Airshow 2023, and as an aviation enthusiast, I am excited to experience the flight with Flydubai.

I am writing to you to request a small favor. I have been assigned a window seat on the right side of the plane, and I was wondering if it would be possible to fly above Dubai, following the flight path picture that I have attached to this letter. I believe this would provide me with a better view of the city from the right side of the plane.

I understand that this request is subject to weather conditions and ATC approval, but I would be grateful if you could consider it. I am looking forward to a safe and enjoyable flight with Flydubai, and I appreciate your attention to this matter.

Thank you for your time and consideration.

Sincerely, 

Bagher Mozafari”

—

Which complaint amused you the most? Have you ever come across a ridiculous complaint? Let us know!

The Spanish Fork city publication reported that the aircraft, a DA40 Diamond Star, experienced an engine fire at approximately 10,000 feet in the air over Utah Lake. 

Spanish Fork Fire & EMS was dispatched to the Spanish Fork Airport at approximately 16:43 local time.

Spanish Fork Police, Fire & EMS also announced that both occupants of the aircraft managed to escape safely and that no injuries were reported.

According to Spanish Fork City, the cause of the fire is under investigation by the National Transportation Safety Board (NTSB).  However, the city press also said that the pilot heard a bang during flight and that smoke filled the cockpit. 

After a mayday call and a series of mid-air s-turns, smoke was cleared from the cockpit and the pilot was able to land the aircraft safely on the runway.

Photos and video footage taken from the scene have been uploaded and shared on social media X (formerly Twitter).

Videos show the aircraft on the runway, still engulfed in flames, as fire trucks rush to extinguish the fire. 

Emergency crews were able to control the fire and it was extinguished within 25 minutes of the units’ arrival.

The aircraft is reported to be a complete wreck, with damages valued at approximately $300,000.

The man, identified by the court as 52-year old Chinese national Zhang Xiuqiang, was on board Scoot flight TR305 from Ho Chi Minh Airport (SGN) to Singapore Changi Airport (SIN) on December 16, 2023, when the thefts reportedly occurred.

During the three-hour flight, Zhang had allegedly gone through personal belongings, stealing from three separate passengers. 

According to a Singaporean court, Zhang reportedly took VND 3 million dong ($123) from a passenger’s backpack, as well as VND 510 million ($20,950) and a SGD 50 dollar note ($38) from a black messenger bag.

He also allegedly took $1,000 and SGD 930 dollars ($700) from an envelope found in a gray bag belonging to a third passenger.

In a statement sent to AeroTime, Scoot said that prior to disembarking in Singapore, a passenger alerted the airline’s cabin crew to a suspected theft in the cabin and the crew informed the Airport Police Division. 

Zhang was then escorted off the aircraft by airport authorities for further investigation. The rest of the passengers disembarked as normal. 

Scoot also said it is currently assisting the authorities with their investigations and that it could not provide further details about the incident as it is a security matter.

“The safety and security of our customers and crew are our top priority, and our operating crew are trained to be vigilant and alert authorities of any suspicious behavior on board our flights,” the airline said. 

Cabin theft warning

Scoot also advised passengers to remain vigilant and safeguard personal belongings at all times.

According to a report published by the South China Morning Post (SCMP) earlier in December 2023, Hong Kong police had warned of a spike in thefts on board flights after dismantling a crime syndicate that primarily stole credit cards from passengers.  

In November 2023, a woman flying business class on Korean Air flight KE 704 from Tokyo Narita Airport (NRT) to Manila International Airport (MNL) revealed that her credit card had been stolen during the flight. 

In a TikTok video, the woman, a local celebrity in the Philippines, said that when she woke during the flight she saw a “well-dressed man” rifling through the magazine rack / compartment of her business class seat. When the man left, a nearby passenger told the woman that he had also gone through her bag.

Shortly after landing, the woman said she received alerts that her credit card had been used in various Southeast Asian countries. 

Company’s culture engages and motivates to perform

Aviation professionals work in highly regulated environments that demand precise attention to detail, clear communication, and teamwork. A positive company culture provides a conducive environment for people to excel by fostering commitment to safety, reducing stress, and encouraging continuous improvement, all of which are vital for success in the precision-driven industry. According to Hogervorst, there are two main aspects that a company’s culture helps to foster: engagement and retention. “A positive aviation company culture fosters a sense of belonging and purpose among team members. When individuals feel valued and connected to their workplace, they are more likely to be engaged and motivated to perform at their best. This heightened engagement translates into improved job performance and commitment to the organization’s goals,” says the Director of Aerviva Aviation Consultancy.

She adds that it helps to overcome workforce challenges as well. It is especially important right now when the aviation sector often experiences workforce shortages and demographic shifts. “The aviation industry faces a continuous challenge of finding and retaining skilled professionals. A strong culture that promotes job satisfaction, growth opportunities, and work-life balance can significantly reduce turnover rates. People are more likely to stay with an organization that values their contributions and well-being.”

According to Gallup’s State of the American Workplace report, engaged workers are more likely to stay with their employers. In high-turnover organizations, highly engaged business units achieve 24% less turnover, while in low-turnover organizations, this number is 59%. Research shows that happy team members who work in a positive environment are 12% more productive, and highly engaged workplaces see a 10% increase in customer ratings with a 20% increase in sales. 

Key to success – teamwork and continuous learning

Organizational culture encompasses several critical elements that collectively shape the organization’s identity and guide its actions: teamwork and continuous improvement, professional development possibilities. These elements, when integrated into the fabric of an aviation company’s daily life, create a unique identity that resonates with workers. “First of all, the aviation industry’s success is based on the seamless collaboration of various teams and departments. A culture that promotes teamwork is essential for ensuring that all operations function smoothly. It encourages effective communication, enabling teams to share vital information, troubleshoot challenges, and coordinate their efforts. This synergy among teams improves operational efficiency and guarantees more reliable aviation service,” says Hogervorst.

Furthermore, as airlines and aviation companies operate in a dynamic and ever-evolving environment, the company should prioritize continuous improvement and encourage workers to seek better ways of doing things. It involves providing opportunities for training, skill enhancement, and career advancement. “People must be encouraged to pursue ongoing education and certifications, ensuring that they stay current with industry trends and best practices. A commitment to professional development not only enhances the skills of aviation professionals but also fosters their loyalty and dedication to the organization, resulting in a workforce that is well-prepared to tackle the challenges of the industry,” Hogervorst shares her opinion.

Company’s culture – difficult to maintain, but rewarding

According to the Director of Aerviva Aviation Consultancy, leadership holds a central position in shaping and reinforcing the culture within a company. “Leaders must lead by example, consistently demonstrating the values, behaviors, and attitudes that align with the desired culture. They should communicate the company’s vision and expectations clearly and hold themselves accountable for maintaining a positive workplace environment.”

Report by Gallup’s State of the American Workplace shows that 90% of workers within a winning company culture are confident in their company’s leadership team. Although fewer than one in three executives (28%) report they understand their organization’s culture.

“Recognize and reward people for their contributions and achievements. Incentives can boost morale and motivate people to excel. Also, establish open lines of communication where workers feel heard and valued. Encourage feedback and actively address concerns. If, as a leader, you are ready to do it, a positive, strong company culture will be established successfully,” says Hogervorst.

People already working in aviation may want to think about a Master’s degree, as well as those who dream about redirecting their career path to the aviation industry. This kind of study programme can be fitted in around the day job and can boost your C.V. In fact, it can provide a variety of career opportunities as well as a number of professional advantages such as knowledge and networking.  In some cases, employers regard further education qualifications as non-negotiable must-haves.  

As a general rule of thumb, people who have a Master’s degree out-earn those who have a Bachelor’s degree. According to Indeed, a global jobs website, the earnings increase from the Bachelor’s level to the Master’s level is around 20%. When compared to those who do not hold a high school diploma, Master’s graduates earn over 100% more.  

At the Transport and Telecommunication Institute in Latvia – TSI – there is a unique programme of a double degree in Aviation Management which has been designed in collaboration with the University of the West of England UWE. After a year-and-a-half or two years of study, there is a unique opportunity to obtain degrees from both universities. Co-created according to UK education standards – acknowledged worldwide as one of the highest education qualities – this Master’s programme enables working individuals to broaden their professional networks, enjoy hands-on experience via internships at airports and with various aviation companies, and allows access to the valuable resources of both educational institutions with the added benefit of completing the programme of UK education quality, while being in Latvia. 

TSI has a long history dating back to 1919. It was established as TSI university in 1999 and is the only private technical university in Latvia, celebrating its 25-year anniversary in 2024. As one of the key adjectives of TSI is to combine academic knowledge with practical real-life experience, its Master’s programmes are designed for working professionals. 

Assistant Professor and director of the programme, Ph. D. Berdymyrat Ovezmyradov, says: “This double degree programme offers a unique combination of innovative educational approaches and a highly flexible learning environment tailored to the needs of professionals in the rapidly developing aviation industry.” 

Flexibility is key 

Meanwhile, for many people looking to further their education and their job prospects by undertaking a Master’s, flexibility is paramount. Someone who knows that only too well is Stefan Bonhardt, Double Degree in Aviation Management & Sustainability, MSc, at TSI.  

“From childhood, I was amazed by airplanes, aviation and everything related,” he says. “I wanted to be a part of it, so I chose this programme because I think it’s a unique programme, worldwide. 

“I am also working full time in aviation so it’s the perfect studies because it’s only on weekends and you can easily put it together with your working schedule. You have direct contact to the directors, to the professors, and it’s really nice studying and working with the TSI.” 

Reaping the benefits 

A recent survey by FindAMasters, an online directory, found that postgraduates’ main motivations for doing a Master’s is career progression and career entry. Among those questioned, more than two fifths said they were very confident that a Master’s would help with their employability.  

FindAMasters scrutinized various facts and figures using information from the Higher Education Statistics Agency and the UK Government. It discovered that the chances of being in a ‘professional occupation’ rather than a less senior role are more than 20% higher if the person holds a postgraduate qualification. It also revealed that those with Master’s degrees are nearly 20% more likely to be doing a high-skilled job. 

So, when it comes to boosting or redirecting your career, anyone seeking to deepen their knowledge of the aviation industry, its businesses and processes, as well as furthering their career, is welcome to consider the qualifications offered by TSI in Latvia. 

The Double Degree in Aviation Management Master’s programme is beneficial for graduates from the perspective of in-demand skillsets and networking. For those interested in Data Analytics & Artificial Intelligence, within aviation and beyond, as well as in Management of Information Systems, Transport and Logistics, or other study opportunities (including distance learning), you are welcome to learn more about what’s on offer at TSI or book an online appointment with the admissions team by following this link: https://tsi.lv/ 

Flight TR 386 was operating from Perth International Airport (PER) to Ninoy Aquino International Airport (MNL) in the Philippines on December 1, 2023. The flight had a stopover in Changi Airport in Singapore (SIN), and it was on the Singapore to Manila leg that the incident occurred.

The man, reportedly an Australian, had allegedly been throwing insults at other passengers and demanding drinks from cabin crew during the flight.

When the flight was near landing, a fellow passenger decided to film the man’s antics. When the man saw that he was being filmed, he approached the passenger and asked, “What are you filming?”

Footage from the recording passenger’s camera, which was later uploaded to Reddit, captured a verbal exchange between the two men amid announcements from cabin crew via the PA system requesting all passengers to remain seated.

The Australian can then be heard challenging the passenger to have a “one on one”, to which the passenger said, “later, when we get off.”

Gasps from passengers were heard when the Australian suddenly slapped the passenger. A video taken by another passenger and uploaded on TikTok, but consequently taken down, shows the passenger being slapped squarely on the face.

A succeeding clip shows the unruly passenger on the floor of the aircraft with a bloodied face and his legs bound with zip ties. Other passengers helped the cabin crew restrain the man.

In a statement sent to AeroTime, Scoot Airlines said that the man was handed over to Philippine police upon landing, and was sent back to Perth the following day after being denied entry into the Philippines.

“As a result of disruptive behavior, a passenger was restrained and subsequently handed over to the local authorities upon arrival. Consequently, the said passenger was denied entry into The Philippines and was returned to Perth on December 2, 2023,” the statement said.

The airline continued: “At Scoot, we prioritize the safety and well-being of our customers and staff members. We will take appropriate measures against any passenger who poses a risk to the safety of our customers and staff.”

This is not the first time a brawl occurred on a Scoot flight. A November 2023 video clip was uploaded to TikTok showing a group of female passengers engaging in a physical quarrel on a Scoot Airways flight.

According to Jonas Janukenas, CEO of Avia Solutions Group, financial results of Q3 is a direct reflection of the substantial demand for ACMI services in the global aviation market: “The year 2023, especially the extremely active summer season, demonstrated the tremendous need for ACMI services in the aviation industry worldwide.”

During the third quarter of this year, the group continued its active expansion of the aircraft fleet, adding 24 new ones since the beginning of the year. The fleet now consists of 197 passenger and cargo aircraft. Janukenas underlines that Avia Solutions Group plans to maintain its leading position in the ACMI market and has future expansion plans in the Asia-Pacific region. The establishment of the new companies BBN Airlines Thailand and BBN Airlines Indonesia marks a new phase of development in the region. By the end of 2024, the group aims to own five airline companies operating in various Asian countries.

CEO of Avia Solutions Group says: “Expanding in Southeast Asia and South America is a key strategic direction for the group, allowing us to balance the reduced seasonal demand in Europe during the winter by shifting aircraft to these regions. Additionally, significant investments are being made in MRO infrastructure for the group’s aviation companies providing ACMI services. The total investment in the initial development phase in the region amounts to €25 million.”

Recently, Avia Solutions Group has begun the construction of a 20,000 sq. m aircraft maintenance hangar in the Dominican Republic and a 17,000 sq. m aircraft maintenance hangar in Bali. The group’s subsidiary, Avion Express has established ACMI airline in Brazil to serve the needs of clients in Colombia, Chile, Brazil, and the Dominican Republic.

In the Q3, the main revenue-generating regions for Avia Solutions Group were Europe (69.4%), Asia (19.2%), North and South America (5.8%), Africa (3.9%), and Australia and the Pacific (1.1%). The most significant change, compared to 2022, is observed in Asia, where the group’s annual revenue increased by 9.2%.

Irish-based Avia Solutions Group is the parent company of over 100 subsidiaries. Supported by 11,700 highly skilled aviation professionals, the group operates in 68 countries worldwide.   

This is what Sir Richard Branson, founder of the Virgin Group, wrote on his blog before he boarded Virgin Atlantic’s Flight 100, the first-ever transatlantic flight by a commercial airline to be powered by 100% sustainable aviation fuel (SAF). 

Branson is joined on the flight by UK Transport Secretary Mark Harper, who told Sky News that the flight is a big step forward in paving the way for ordinary people to fly cost-effectively “in a way that is consistent with protecting the environment”.

“This Government has backed today’s flight to take-off and we will continue to support the UK’s emerging SAF industry as it creates jobs, grows the economy and gets us to Jet Zero,” Harper said in a press release.

Flight VS 100 departed London-Heathrow Airport (LHR) at approximately 11:30 local time, and is estimated to arrive in New York’s John F Kennedy Airport (JFK) at 14:22 local time on the same date. 

The historic flight was flown on one of the carrier’s Boeing 787, which is powered by Rolls-Royce Trent 1000 engines.

According to Virgin Atlantic, the fuel used on Flight 100 is made from waste products, delivers CO2 lifecycle emissions savings of up to 70%, while performing like the traditional jet fuel it is designed to replace.

The SAF used on Flight100 is a unique dual blend consisting of 88% HEFA (Hydroprocessed Esters and Fatty Acids) supplied by AirBP and 12% SAK (Synthetic Aromatic Kerosene) supplied by Virent, a subsidiary of Marathon Petroleum Corporation. 

The HEFA is made from waste fats while the SAK is made from plant sugars, with the remainder of plant proteins, oil and fibers continuing into the food chain. SAK is needed in 100% SAF blends to give the fuel the required aromatics for engine function. 

“Virgin Atlantic has been challenging the status quo and pushing the aviation industry to never settle and do better since 1984. Fast forward nearly 40 years, that pioneering spirit continues to be Virgin Atlantic’s beating heart as it pushes the boundaries from carbon fiber aircraft and fleet upgrades to sustainable fuels,” Branson said in a press release.

Branson added: “I couldn’t be prouder to be onboard Flight100 today alongside the teams at Virgin Atlantic and our partners, which have been working together to set the flight path for the decarbonisation of long-haul aviation.”

UK Prime Minister Rishi Sunak also took to social media to express his support and “excitement” over Flight 100.

“Our government made up to £100 million available to support the project, and right now, it’s taking off. Today’s Virgin Atlantic flight to New York will be entirely fuelled by SAF made primarily from waste oils and fats. Not only will SAF be key in decarbonizing aviation, but it could create a UK industry with an annual turnover of almost £2.5 billion, which could support over 5,000 jobs,” Sunak said on his Instagram account.

View this post on Instagram

A post shared by Rishi Sunak (@rishisunakmp)

VS 100 safely lands

After a flight time of 7 hours and 16 minutes, flight VS 100 safely landed in JFK airport at 14:13 local time, 37 minutes earlier than expected.

While Flight 100 is the first SAF-powered transatlantic flight to be conducted by a commercial airline, long-haul flights have previously been carried out using blended SAF. 

The most recent was Emirates in early November 2023, using 315,000 gallons of blended SAF provided by Shell Aviation, for a Dubai Airport (DXB) to Sydney Kingsford Smith Airport (SYD) flight.

On November 19, 2023, US aircraft manufacturer Gulfstream Aerospace became the first organization worldwide to complete a transatlantic flight powered solely by SAF using a Gulfstream G600 aircraft.

The man then made a wild attempt to hijack an airport vehicle. 

The incident occurred on November 26, 2023, and according to the Jefferson Parish Sheriff’s office, the man was a passenger on a Southwest Airlines aircraft that had not departed the gate. 

The man used the emergency exit door to climb onto the aircraft wing. From there, he jumped onto the tarmac and tried to steal an airport vehicle to get away. 

A number of the panicked passengers were able to record video footage of the incident, and uploaded the clips to social media.

In the video, fellow passengers, who had already boarded the flight and were waiting for the plane to pushback for departure, can be seen asking one another if a man jumped through the emergency exit.

Flight passengers were then asked to deplane as it was thought that the man left a suspicious package on the aircraft.

Once back at the airport, passengers witnessed another spectacle when they saw the man make a wild attempt to hijack an airport vehicle in the tarmac.

The Jefferson Parish Sheriff’s office clarified that contrary to earlier media reports saying an arrest was made, the man had been taken to a mental health facility where he remains hospitalized.

Police said there was no indication that the man had left anything on the plane, nor was he in possession of any type of weapon. 

The man is not expected to face local charges, but the investigation has been referred to federal authorities.

Kristín Jónsdóttir, head of department at the Icelandic Meteorological Office, suggests that people will need to remain in suspense for the next few days to witness how events unfold. The stakes are high, as authorities fear they might have as little as 30 minutes’ notice before a volcanic eruption takes place.

The latest signs of an impending eruption include the detection of magmatic gas in a borehole in Svartsengi, signaling a possible eruption of the Fagradalsfjall volcano in the coming days. The town of Grindavik faces the most significant risk in this scenario, and nearly 4,000 residents were evacuated over the weekend in anticipation of potential danger.

This situation inevitably raises concerns about air travel, given Iceland’s crucial position between Europe and North America. In response, Iceland’s aviation alert has been elevated to orange, indicating an increased risk of a volcanic eruption.

Historically, volcanic eruptions have been a significant hazard to air travel due to the release of ash into the atmosphere. Volcanic ash can pose severe threats to aircraft, including engine failure, damage to flight control systems, and reduced visibility. The eruption of the Eyjafjallajokull volcano in April 2010 serves as a haunting reminder of these risks, as it led to more than 100,000 flight cancellations over an eight-day period.

The Eyjafjallajokull eruption, in particular, had a substantial economic impact, resulting in estimated losses of approximately $3 billion. This catastrophe disrupted air travel between Europe and North America, affecting 7 million passengers and dealing a severe blow to the global economy. Airlines alone suffered losses of about $1.7 billion in revenue.

However, the situation surrounding the potential eruption of the Fagradalsfjall volcano is notably different from that of Eyjafjallajokull in 2010. In the previous eruption, a glacier atop the volcano caused rapid cooling of the lava, resulting in the creation of tiny, ash-carrying particles propelled into the atmosphere by steam. These particles were then carried toward Europe by the wind.

In contrast, the current scenario presents a different set of circumstances, reducing the likelihood of a similar air travel crisis. Over the past three years, three eruptions have occurred on the Reykjanes Peninsula, without any significant impact on air travel. Additionally, the European Aviation Safety Agency (EASA) has enhanced its preparedness for major volcanic ash events, ready to collaborate with other aviation entities to assess the impact on aviation and provide recommendations accordingly.

Despite the rising tension surrounding the impending eruption, authorities have not issued a “no-go” travel warning for Iceland. Airlines and travel companies continue to operate normally, with travelers who cancel their bookings not necessarily entitled to refunds, as long as the Foreign Office guidance remains advisory. It’s essential for travelers to review their insurance policies for coverage related to natural disasters like volcanic eruptions.

While the potential eruption of the Fagradalsfjall volcano does raise concerns for air travel, experts believe that lessons learned from the Eyjafjallajokull eruption in 2010 and the differences in circumstances surrounding this volcano eruption could lead to a less severe impact on aviation.

As the situation develops and authorities closely monitor volcanic activity, travelers, airlines, and aviation agencies will be keeping a watchful eye on the skies over Iceland and Europe. The story of Iceland’s imminent volcanic eruption continues to unfold, with its ultimate impact on air travel still uncertain.

An estimated 30 million travelers are expected to fly during the Thanksgiving season, with passenger numbers due to peak on November 26, the Sunday after Thanksgiving (November 24). 

The TSA also predicts that the two other busiest days will be Tuesday (November 21) and Wednesday (November 22) prior to Thanksgiving.

In anticipation of the travel rush, the Federal Aviation Administration FAA published a friendly reminder on Facebook asking passengers not to be “a Turkey” and bring food or liquids onboard that are prohibited by the Transportation Security Administration (TSA). 

So, if you’re a foodie and want to know what types of festive food you can bring on board, or which airlines are serving up a Thanksgiving feast, then we’ve got you.

Can you bring turkey on board?

The TSA knows that the festive season is getting everyone excited to see families and tuck into that tasty Thanksgiving dinner.

So to make things clear the agency has published a list of Thanksgiving food and dishes that they allow on board, and those that are prohibited.

As a rule, the TSA said: “If it’s a solid item, then it can go through a checkpoint. However, if you can spill it, spread it, spray it, pump it or pour it, and it’s larger than 3.4 ounces, then it should go in a checked bag.”

Thanksgiving foods that can be carried through a TSA checkpoint:  

• Baked goods:  Homemade or store-bought pies, cakes, cookies, brownies and other sweet treats.
• Meats: Turkey, chicken, ham, steak. (Frozen, cooked or uncooked)
• Stuffing:  Cooked, uncooked, in a box or in a bag.
• Casseroles: Traditional green beans, onions, etc
• Mac ‘n Cheese: Cooked in a pan or traveling with the ingredients to cook it at your destination.
• Fresh vegetables:Potatoes, yams, broccoli, green beans, Brussels sprouts, cauliflower, beets, radishes, carrots, squash, greens.
• Fresh fruit: Apples, pears, pineapple, lemons, limes, cranberries, blueberries, strawberries, bananas, kiwi. 
• Candy
• Spices

Thanksgiving foods that should be carefully packed with your checked baggage:

• Cranberry sauce: Homemade or canned are spreadable, so check them.
• Gravy: Homemade or in a jar/can.
• Wine, champagne, sparkling apple cider.
• Canned fruit or vegetables: It’s got liquid in the can, so check them.
• Preserves, jams and jellies: They are spreadable, so best to check them.
• Maple syrup

So the good news is that you can actually bring a turkey on board. The not-so-good news is that you cannot have a complete Thanksgiving feast due to liquids like sauces and sparkling drinks that have to be in checked baggage. 

However, not all is lost. Some airlines have prepared a Thanksgiving treat for passengers traveling during the season.

Emirates

Lounges in Dubai will serve pumpkin tarts, traditional dinner with glazed chestnut stuffing, and cranberry sauce. Sides of potatoes and brussel sprouts.

Lounges in New York’s John F Kennedy Airport (JFK) , San Francisco International Airport (SFO), Los Angeles International Airport (LAX) and Boston Logan International Airport (BOS) will serve sage roasted turkey breast with preserved lemon, green olive and fig stuffing. For dessert: candied sweet potatoes with marshmallows and toasted pecans or a pistachio pumpkin spiced baklava.

Selected US flights on all classes from November 23-30, 2023:

First & Business class

Cinnamon pancakes, sweet potato soup, turkey leg roulade with pumpkin purée, cranberry jus lié, brussels sprouts, glazed baby carrots and roasted pecans.

Economy class

Quinoa salad with roasted chicken roulade served with cranberry jus lié, mashed parsnip and carrot, green beans and baked potatoes

Dessert:

First class- key lime tart with raspberry coulis

Business class – spiced apple cake with date compote and raspberry curd

Premium economy – spiced apple cake with crème anglaise, date compote and raspberry curd

Economy- pumpkin delice with cinnamon cream and crumble

British Airways

On November 23, 2023, British Airways will be celebrating Thanksgiving on all long-haul flights to and from the United States. 

Passengers across all cabins will have the choice of a festive main course and dessert. Those traveling in First and Club World will be able to enjoy a traditional turkey roast followed by either a classic pumpkin pie featuring nutmeg, cinnamon and ginger, a pumpkin and walnut cake, or a pumpkin-flavored cheesecake.

Customers in World Traveller Plus and World Traveller will be served a traditional turkey roast followed by the option of pumpkin pie, gingerbread mousse or a spiced pumpkin and white chocolate mousse. 

Alaska Airlines

Not exactly specific to Thanksgiving, but from November 8, 2023, Alaska Airlines sparked nostalgia on board by bringing back some of its “greatest hits” in food and beverage for winter 2023. 

Of the 35 First Class entrees, two dozen are returning fan favorites, including Jerk Chicken with coconut curry fried rice and Kalbi Beef in a Korean BBQ sauce.  

Alaska’s Sesame Chicken and Rice will continue to be served to First Class guests throughout the winter.

Actor and comedian Dax Shepard recently posted on social media that he “was still reeling” over two servings of the roasted chicken with sesame teriyaki glaze on an Alaska Airlines flight from Burbank to Portland. 

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By December 1, 2023 Alaska’s  coffee blend with Stumptown Roasters will be available onboard. This custom-made roast is said to be crafted to be enjoyed at 30,000 feet.

American Airlines

While the Dallas Fort Worth-based airline does not have a specific Thanksgiving-themed menu for 2023, it said that it has seen some of the highest load factors for travel in the Thanksgiving 2023 season.

The airline prepared for the busy travel period by fine tuning its catering operations. In September 2023, American Airlines opened a $100 million catering facility to serve its hub at Dallas Fort Worth International Airport (DFW). 

The airline uses automated and robotic systems for loading to minimize delays, errors and to also save time. 

Etihad Airways

On November 23, 2023, Etihad will be serving a special Thanksgiving menu for guests on all flights from New York, Chicago and Washington to Abu Dhabi. 

The traditional Thanksgiving menu features roast turkey with mashed potatoes, thyme, roast carrots, brussels sprouts and cranberry jus. Dessert will be pumpkin pie served with whipped cream and cinnamon sugar.

United Airlines

A UA spokesperson told AeroTime that for a limited time at select United Club locations, the airline is offering  a variety of Thanksgiving food and beverages, such as apple cider, roasted turkey and cranberry sandwiches, and pecan pie.

Do you have a favorite Thanksgiving food? Or a particular favorite dish served on board a flight during the holiday period? Let us know in the comments below. 

Justinas Bulka, CEO at KlasJet, emphasizes the importance of this new chapter for the company: “As the aviation market is facing strong, daily growing demand, and airlines at the same time need to find a way to deal with various obstacles such as the ongoing challenge of managing seasonality, ACMI offers the flexibility airlines need to take advantage of today’s positive market without additional risk. One of our main long-term strategic goals at KlasJet is to cater to a variety of regions worldwide. Being able to provide services in Canada will make us even more attractive to possible future partners.”

Currently, KlasJet operates a 14-aircraft fleet, consisting of 5 Classic and 1 BBJ Boeing 737 with capacities ranging from 23 to 68 seats, and 8 Boeing 737-800 with a capacity of 186 or 189 passengers for ACMI leasing.

KlasJet is part of the Avia Solutions Group family, the world’s largest ACMI provider (Aircraft, Crew, Maintenance, and Insurance), operating a fleet of 192 aircraft. The group also provides a range of aviation services including, MRO (Maintenance, Repair, and Overhaul), pilot and crew training, ground handling, as well as a variety of associated services. Supported by 11,500 highly skilled aviation professionals, the group operates in 68 countries worldwide.

Pilot Stephen Gale, an experienced aviator with a background in the Royal Australian Air Force (RAAF), was at the helm of one of the Viper S-211 Marchetti jets when it collided with another aircraft. The collision sent Gale’s jet crashing into the bay. Accompanying Gale was James Rose, a cameraman and drone operator.  

According to reports, the pair were filming for a documentary series titled ‘Jet School,’ which is aimed at teaching novices advanced flying skills, including aerobatics and formation flying. 

The Italian manufacturer SIAI-Marchetti created the Viper S-211 Marchetti in the late 1970s as a cost-effective training and light attack aircraft for military use. It was renowned for its versatility and efficiency. 

Despite being demilitarized for non-military use, these jets are still popular in civilian aviation for training and recreational flying. 

According to Channel Nine, the other aircraft involved in the incident, another light Marchetti plane, managed a safe landing at Essendon Fields Airport (MEB) with minor damage.  

The Australian Maritime Safety Authority (AMSA), along with other emergency services, immediately launched a search and recovery operation​. 

Chief Commissioner of the Australian Transport Safety Bureau (ATSB), Angus Mitchell, told ABC News that the aircraft appeared to be flying in formation and were in close proximity to one another. 

“We think it was conducting a photo shoot or promotional shoot and one of them has impacted the other,” he said, as quoted by ABC News.  

The signing, held in Geneva on November 17, 2023, marks a significant step for Brazil’s aerospace industry. Brazil submitted its application to accede to the Agreement on Trade in Civil Aircraft in June 2022.

Embraer, Brazil’s main aerospace manufacturer, welcomed the entry with a statement.

“Brazil is now part of a key forum for discussing rules in the civil aircraft trade among major industry players,” Embraer’s CEO, Francisco Gomes Neto commented.

The TCA ensures increased predictability and legal assurance for Brazilian aerospace firms by removing import duties on aircraft and components among participating nations. This step is anticipated to bolster Brazil’s position in global civil aircraft trade talks, fostering fair collaboration in the aerospace industry.

The Agreement on Trade in Civil Aircraft came into effect on January 1, 1980. Its key provision mandates signatories to remove import duties on all aircraft, excluding military aircraft, and certain aerospace components. This encompasses civil aircraft engines, their parts, and components, along with flight simulators and their corresponding parts and components. Before Brazil, a total of 33 WTO members were signatories of the Trade in Civil Aircraft Agreement.

That’s the amount that a US District judge has ordered a Hawaii-based woman to pay American Airlines in restitution for the delay and flight disruption that she caused during a 2022 flight.

Cayla Farris, 29, was on board an American Airlines flight from Phoenix Sky Harbor International Airport (PHX) to Daniel K. Inouye International Airport in Honolulu (HNL) on  February 13, 2022. 

Authorities said that, during the flight, Farris started using profanity and threatened the flight crew and fellow passengers.

As a result of Farris’ unruly behavior, the flight’s cabin crew were unable to carry on with their duties, and the flight’s pilot decided to turn the aircraft back to PHX airport.

In September 2023, Farris pleaded guilty to a charge of interference with a flight crew member. 

Aside from the amount she must pay to American Airlines, Farris was also sentenced to over three months of time served in connection with her actions, plus three years of supervised probation.

During the probation period, Farris will not be able to board an aircraft without obtaining approval from authorities.

This increased seismic activity has been caused by the Fagradalsfjall volcano, which has been exhibiting signs of instability, prompting Iceland’s Met Office to declare an eruption to be almost certain. 

On November 11, 2023, the Icelandic authorities declared a state of emergency in response to the situation.  

Approximately 4,000 people were evacuated from a town near the volcano as a precaution. Iceland’s aviation alert has also been raised to orange, indicating an increased risk of a volcanic eruption. 

Despite the proximity to the potential eruption site, Keflavik International Airport currently remains operational, with flights arriving and departing as scheduled. 

The Eyjafjallajokull eruption of 2010: a catastrophe for global air travel 

This situation may stir memories of the major eruption on April 14, 2010, when an eruption of the Eyjafjallajokull volcano severely disrupted all air travel, sending a black ash plume that reached 9 kilometers into the atmosphere.

Over a six-day period, more than 100,000 flights were canceled, affecting approximately 10 million passengers globally.

As a result, the airline industry suffered significant financial losses, estimated to be around $1.7 billion. The broader economic impact was also significant, causing disruption to tourism, freight transportation and international trade.

The event prompted a global reassessment of preparedness strategies for natural disasters.

Aviation industry revamps safety protocols 

In response to the 2010 Eyjafjallajokull eruption, the aviation industry, together with international regulatory bodies, instituted a range of new guidelines and protocols to enhance safety and efficiency in dealing with volcanic events. 

• The use of more advanced satellite systems, such as the Volcanic Ash Advisory Centers (VAACs), was intensified. For example, the London VAAC, one of nine global centers, expanded its use of satellite data and computer modeling to provide more accurate and timely information about ash cloud movements. 

• The International Civil Aviation Organization (ICAO) introduced a new approach to airspace management following the eruption. Instead of widespread airspace closures, a concept of ‘ash concentration thresholds’ was developed. This allowed for the categorization of airspace based on varying levels of ash density, enabling some flights to continue in lower-risk areas. 
• Aircraft and engine manufacturers such as Boeing and Rolls-Royce conducted extensive research to understand the effects of ash on engines. Based on these studies, they revised their operational guidelines, establishing new thresholds for ash ingestion that are considered safe for jet engines. 
• Certain airlines and airports developed more robust contingency plans, amongst them British Airways, Heathrow (LHR), Lufthansa, Frankfurt Airport (FRA), Air France, Charles de Gaulle Airport (CDG), KLM, Amsterdam Schiphol Airport (AMS), Delta Air Lines, Hartsfield–Jackson Atlanta International Airport (ATL), Singapore Airlines and Changi Airport (SIN). These plans included strategies for rerouting flights, accommodating stranded passengers and managing extensive delays or cancellations. 
• Airlines updated their training programs to prepare pilots for flying in volcanic conditions. Simulators were programmed with scenarios that can replicate the experience of flying through ash clouds, providing pilots with practical experience in handling such situations. 

Contrasting volcanic hazards for air travel 

Overall, as a result of the 2010 eruption, the improved preparedness and response capabilities of the aviation industry have made air travel safer in the face of volcanic activity. These precautions not only protect aircraft and passengers but also reduce the economic and logistical effects of volcanic eruptions on global air travel. 

Eyjafjallajokull, a stratovolcano, is known for explosive eruptions. Its ice cap covers an area of about 100 square kilometers (39 square miles), and the interaction of hot magma with glacial ice adds to its explosivity yet further.  

In contrast, Fagradalsfjall is part of a system of shield volcanoes, typically associated with less explosive, effusive eruptions that produce lava flows rather than extensive ash clouds.  

While Eyjafjallajokull’s eruption poses a broader danger due to potential ash dispersion affecting air travel, Fagradalsfjall’s impact might be more localized. Nevertheless, it could still be significant, particularly if lava flows affect nearby communities or critical infrastructure such as Keflavik International Airport, located approximately 25 kilometers (about 15.5 miles) from the Fagradalsfjall.  

As such, though Fagradalsfjall’s eruption could impact local areas and air travel in Iceland, it is unlikely to have extensive global implications on the same scale as the 2010 Eyjafjallajokull eruption. 

The tragic incident, which occurred on November 12, 2023, saw the L29 Dolphin fail to perform a loop-the-loop stunt, resulting in a catastrophic crash dangerously close to the audience and just meters away from a crowded road. 

“We are all moved by the event and stunned because everyone who was at the event was surprised to see how the plane fell,” Mayor Norberto Gizzi of Villa Canas told local media. 

Video footage, which was shared by a spectator, shows the jet performing a low pass over the runway, a maneuver that initially intrigued those who witnessed it. However, as the plane attempted to regain altitude, it failed to complete the maneuver and crashed. 

“The flight was very normal but when doing the stunt, there was a lot of wind, he [the pilot] lost speed, the nose went down, he couldn’t control it, it fell and caught fire,” Mayor Gizzi said. 

The Czech-made L-29 Delfin, introduced in 1961, was the premier jet trainer for Warsaw Pact air forces outside Russia and valued for its sturdiness and flexibility.  

The aircraft’s design is notable for its straight wing and tandem-seating fuselage under a wide canopy, providing excellent visibility. Powered by a centrifugal flow turbojet engine, the L-29 is able to reach speeds up to 820 km/h and an altitude of 11,000 meters.  

Its use gradually declined after the dissolution of the Soviet Union in 1991, as newer, more advanced trainers became available. 

More than 3,600 units of the aircraft type were built. The aircraft is now primarily used in airshows and other civilian activities.