At a press conference held this Tuesday (1) in Copenhagen, SAS announced that the airline will move forward with the acquisition of up to 55 Embraer E195-E2 aircraft (45 firm orders and purchase rights for an additional 10 aircraft).The order, valued at USD 4 billion at list prices, represents a significant boost for the Brazilian manufacturer in the European market, and a shift in strategy considering that SAS has been consolidating its fleet with Airbus aircraft. The A220 family would have seemed like the natural choice to fill the 100–140 seat segment, which is currently covered by just five A319s (aside from smaller aircraft like 14 CRJ900s and 13 ATR 72-600s).But the key detail is that these new aircraft will go to SAS Link, the airline’s subsidiary created in 2021, which already operates 13 first-generation Embraer E195s.The new E195-E2s will begin arriving from late 2027, and SAS also holds purchase rights for an additional 10 aircraft, bringing the potential total to 55 jets.“The E2 is central to our strategy to build a modern, efficient fleet with strong performance. It enables us to serve more routes with lower emissions, better economics, and a premium experience for our passengers,” adds Van der Werff. “Together with Embraer, we are setting the course for the next chapter of SAS.”<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/07/embraer_e195_e2_de_sas.jpg" alt="Embraer E195-E2 de SAS"><figcaption>Embraer E195-E2 de SAS</figcaption></figure>“We are confident that these aircraft will play a crucial role in SAS' fleet renewal andexpansion strategy, supporting their ambitious growth plans and enhancing their operationalcapabilities,” added Arjan Meijer, President and CEO of Embraer Commercial Aviation.<h3>SAS’ current fleet:</h3><ul><li>44 Airbus A320neo with a mean age of 5.3 years (plus 6 on order)</li><li>15 Bombardier CRJ900, mean age 12 years</li><li>13 ATR 72-600, mean age 7.9 years</li><li>4 Airbus A319, mean age 18.2 years</li><li>5 Airbus A320, mean age 18.1 years</li><li>5 Airbus A330-300E, mean age 8.8 years</li><li>4 Airbus A350-900 (plus 2 on order), mean age 4.7 years</li><li>3 Airbus A330-300X, mean age 22.2 years</li><li>3 Airbus A321neo, mean age 4 years</li><li>1 Boeing 737-700, 25 years old</li><li>1 Boeing 737-800, 13 years old</li></ul>In addition, as mentioned, its subsidiary SAS Link operates 13 Embraer E195s with a mean age of 14 years.

SAS’s Big Bet on Embraer: Orders Up to 55 E195-E2 Jets

The Latin American and Caribbean Air Transport Association (ALTA) has announced the appointment of Herman Schumacher, current Vice President of Operations, Safety, and Quality at Arajet, as Co-Chair of its Safety and Flight Operations Committee.The announcement comes ahead of the ALTA Aviation Safety, Flight Ops &amp; Training Summit, one of the region’s most important technical gatherings for operational safety. Schumacher’s selection reflects his recognized aviation career and leadership capabilities, which ALTA’s leadership highlighted as key to driving a safer and more modern regional aviation sector.With this appointment, Arajet—which operates a fleet of Boeing 737 MAX aircraft from its hub at Las Américas International Airport (SDQ) in Santo Domingo—secures a prominent role in the industry's leading technical collaboration forum. The committee's core mission is to identify and mitigate the most significant risks faced by flight operations across Latin America and the Caribbean.<blockquote><h3>What is ALTA’s Safety Committee?</h3>The ALTA Safety and Flight Operations Committee is a technical working group composed of airline operators, regulatory authorities, and aviation experts. Its goal is to share best practices to strengthen operational safety, improve efficiency, and promote sustainability throughout the regional aviation industry.<h3>Who is Herman Schumacher?</h3>Herman Schumacher serves as Vice President of Operations, Safety, and Quality at Arajet, the ultra-low-cost carrier based in the Dominican Republic. His appointment as Co-Chair of ALTA’s committee recognizes his industry experience and leadership in operational excellence.<h3>What role does Arajet play in the region?</h3>Arajet is an ultra-low-cost carrier (ULCC) aiming to connect the Americas through its hub in Santo Domingo, establishing a new regional network model in the Caribbean.</blockquote>Each year, during its safety summit, ALTA formally introduces new leaders to guide the work of its technical committees. These forums are essential for information sharing and the standardization of operational procedures among airlines and regulatory entities.In a statement, ALTA emphasized:<blockquote>“Diverse expertise and peer collaboration are vital to the technical value we deliver. Each new member strengthens our shared mission—to foster a safer, more efficient, and environmentally responsible industry.”</blockquote>The committee holds regular meetings throughout the year, in addition to its annual summit, ensuring ongoing collaboration among the region’s top flight operations leaders.

Herman Schumacher of Arajet Named Co-Chair of ALTA’s Safety and Flight Operations Committee

On June 30, 2025, Mexicana de Aviación received its first Embraer E195-E2, marking the beginning of a new chapter in the airline’s fleet modernization strategy. The aircraft, the first of a 20-jet order, departed from Embraer’s headquarters in São José dos Campos, Brazil, and arrived in Mexico earlier today.This delivery follows the 2024 agreement for 10 E190-E2s and 10 E195-E2s, part of Mexicana’s broader plan to boost national connectivity and enhance operational efficiency—a central pillar of its 2023 relaunch as a state-operated carrier.“This delivery marks a new chapter for Mexicana,” said Leobardo Bojórquez, CEO of Mexicana. He highlighted the aircraft’s performance, fuel efficiency, and passenger appeal, calling the E2 “the perfect aircraft to support our growth strategy.” He added that the airline is eager to bring this new level of service and efficiency to its customers.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/mexicana_de_aviacion_recibio_embraer_e195_e2.jpg" alt="Mexicana de Aviación recibió Embraer E195-E2"></figure>The E2 family will enable Mexicana to operate routes that are not viable for larger aircraft, such as the Boeing 737s currently in its fleet—jets that are technically owned by the Mexican Air Force. The move supports the airline’s push to expand into regional markets and airports with complex operational conditions.<blockquote><h3>Key Highlights:</h3>What aircraft did Mexicana order? A total of 20 Embraer E2 jets: 10 E190-E2 and 10 E195-E2.How many seats will the new jets have? Mexicana’s Embraer E2s will feature a single-class layout, with no middle seats, offering more space and comfort.How efficient are the Embraer E2s? The E195-E2 consumes up to 29% less fuel per seat compared to previous-generation regional jets, thanks to its Pratt &amp; Whitney GTF engines and advanced aerodynamics.</blockquote>From the manufacturer’s perspective, Arjan Meijer, President and CEO of Embraer Commercial Aviation, expressed pride in delivering the first E2 to Mexicana and supporting the airline’s mission to “connect more communities across Mexico with greater efficiency and comfort.” He noted that the E2 is the most fuel-efficient single-aisle aircraft in the world and aligns perfectly with Mexicana’s network and sustainability goals.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/primer_embraer_e195_e2_de_mexicana_de_aviacion.jpg" alt="Primer Embraer E195-E2 de Mexicana de Aviación"><figcaption>1st Embraer E195-E2 of Mexicana de Aviación</figcaption></figure>To ensure maximum reliability and aircraft availability from day one, the new fleet will be backed by Embraer’s comprehensive Services and Support organization, according to a statement from the Brazilian manufacturer.The arrival of this first E2 marks a tangible step forward in Mexicana’s plan to establish itself as a major player in the competitive Mexican aviation market.

Mexicana de Aviación Takes Delivery of First Embraer E195-E2, Marking a Milestone in Fleet Modernization

Canadian carrier Porter Airlines will begin direct service to Guanacaste Airport starting December 4, marking its first venture into Central America. The new routes are part of the airline’s broader effort to expand into growing tourism markets.Flights will operate from Toronto and Ottawa through March 2026. The Toronto–Guanacaste route will run three times a week (Tuesdays, Thursdays, and Sundays), while Ottawa–Guanacaste flights will operate on Wednesdays and Saturdays starting December 13.The airline will use Embraer E195-E2 aircraft configured with 132 seats and no middle seats, aiming to offer a more comfortable travel experience.This marks the first-ever direct connection between Costa Rica and Ottawa, representing a milestone in air connectivity with Canada. According to the Costa Rican Tourism Board (ICT), 257,395 Canadian tourists arrived by air in 2024, with 147,743 more visiting between January and May 2025.By July, Guanacaste Airport will be connected to 16 destinations in the United States and Canada: Atlanta, Baltimore, Charlotte-Douglas, Denver, Dallas-Fort Worth, Newark, Houston-Hobby, Houston-Intercontinental, New York, Los Angeles, Miami, Chicago-O'Hare, San Francisco, Montreal-Trudeau, Calgary, and Toronto. American Airlines, Air Canada, Alaska Airlines, JetBlue, Delta Air Lines, Air Transat, United Airlines, WestJet, and Southwest Airlines will operate around 130 weekly flights in each direction, representing over 160,000 seats per month, according to data compiled by Aviacionline via Cirium.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/red_de_guanacaste_aeropuerto_julio_2025_cirium_schedule_mapper.jpg" alt="Red de Guanacaste Aeropuerto - Julio 2025 (Cirium Schedule Mapper)" /><figcaption>Red de Guanacaste Aeropuerto - Julio 2025 (Cirium Schedule Mapper)</figcaption></figure>“The arrival of Porter Airlines to Guanacaste is the result of continuous work to strengthen ties between Costa Rica and Canada” said Tourism Minister William Rodríguez, emphasizing the growing interest in the country among Canadian travelers.Andrew Pierce, Porter’s Vice President of Network Planning, added that “the interest of Canadian travelers in Costa Rica is growing steadily, and now passengers can enjoy Porter’s award-winning hospitality across all aspects of the flight experience.”From the airport’s perspective, César Jaramillo, General Manager of Guanacaste Airport, called the launch a milestone. “Canada is a strategic and most dynamic market for Guanacaste Airport,” he said, noting a 2.6% increase in Canadian arrivals in the first quarter of 2025 compared to 2024.Guanacaste Airport is operated by CORIPORT and part of the VINCI Airports network. According to the concessionaire, the airport holds multiple ISO certifications and is recognized as a carbon-neutral terminal. It has also received the ASQ Customer Experience award for Latin America and the Caribbean for six consecutive years.

Porter Airlines Sets Course for Costa Rica in Guanacaste Airport

The Argentine government has officially authorized MNZS Sociedad Anónima (local legal name of Menzies Aviation) to provide airport ground handling and ramp services in the country, as stated in Disposición 19/2025, published this Thursday in the Official Gazette. The measure was issued by the Undersecretariat of Air Transport, under the Ministry of Economy.The authorization is valid for 15 years, with the possibility of automatic renewal provided that safety standards continue to be met. The company was granted approval after complying with all technical, financial, and regulatory requirements set forth in the Aeronautical Code (Law 17,285) and the updated Regulation for Access to Aerocommercial Markets (Decree 599/2024).According to an official government statement, this new authorization is part of a broader deregulation and liberalization strategy in the air transport sector launched in December 2023, aimed at promoting private investment, expanding the number of service providers, and enhancing market competition.<h3>Who is MNZS Sociedad Anónima?</h3>MNZS S.A. is part of one of the world’s most important airport services groups, with operations in over 65 countries and a presence in hundreds of airports. With this authorization, it becomes the sixth company approved to provide ramp services in Argentina, joining:<ul><li>Global Protection Service S.A.</li><li>Fly Seg</li><li>Air Class Cargo</li><li>Handyway Cargo S.A.</li><li>Escalum Investment S.A.</li></ul>In its initial stage, MNZS plans to operate at two of Argentina’s busiest airports:<ul><li>Ministro Pistarini International Airport (Ezeiza)</li><li>Jorge Newbery Airport (Aeroparque, Buenos Aires)</li></ul>The government emphasized that this decision is aligned with a strategy to “increase competitiveness, attract investment, and modernize airport services in accordance with international standards.”

Argentina Authorizes Menzies. to Provide Ground Handling Services at Ezeiza and Aeroparque

During the official launch of the LATAM–Delta Joint Venture for the Argentine market, Federico Jäger, VP of Global Indirect Sales &amp; Strategy at LATAM Airlines, confirmed that the group does not plan to resume domestic flights in Argentina.<blockquote>“Currently, we have no plans to operate domestic flights in Argentina, like we did previously with a local subsidiary and regular operations. That is not something defined or planned today,” said Jäger. “LATAM, like all companies, is always evaluating potential commercial opportunities, but at this moment, operating in Argentina is not on our roadmap. However, we do believe there are many opportunities to bring passengers to Argentina and connect them with the world.”</blockquote><figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/federico_jager_vp_global_indirect_sales_strategy_latam_airlines.jpeg" alt="Federico Jager, VP Global Indirect Sales &amp;amp; Strategy, LATAM Airlines" /></figure><blockquote>Florencia Scardaccione, LATAM's Commercial Director in Argentina, added, “Over the past year and a half, we’ve resumed many routes from the interior of the country that connect with our main hubs. Today, we fly not only from Buenos Aires but also have a significant and growing presence in Córdoba, Mendoza, Rosario, Salta, and Tucumán. We're working to ensure that not just Buenos Aires, but the entire country connects with Latin America and the world.”</blockquote><figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/florencia_scardaccione_commercial_director_argentina_latam_airlines.jpg" alt="Florencia Scardaccione, Commercial Director Argentina, LATAM Airlines" /></figure>LATAM Argentina ceased operations in June 2020, a decision driven by several factors, including the competitive environment following the entry of low-cost carriers, an unfavorable exchange rate, and the operational paralysis caused by the COVID-19 pandemic.Before closing, the subsidiary was already facing financial difficulties, reporting nearly USD 300 million in losses over the three years leading up to the shutdown. Attempts to implement a restructuring plan involving union negotiations over productivity and efficiency failed to materialize.The closure resulted in the loss of 1,700 jobs. By 2019, LATAM was the second-largest domestic carrier in Argentina, transporting 3.1 million passengers with a fleet of 13 Airbus A320s.<h3>A logical, if unfortunate, decision</h3>LATAM’s strategy to focus on international connectivity through its hubs in Santiago, Lima, and São Paulo stands in contrast to Aerolíneas Argentinas, which dominates the domestic network, and low-cost carriers Flybondi and JetSMART, which compete aggressively in the local market.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/cuota_de_mercado_domestico_argentina_mayo_2025_2.gif" alt="Cuota de mercado doméstico Argentina - Mayo 2025" /></figure>Even though the updated regulatory framework now allows LATAM to operate domestic routes using ninth freedom rights—without needing a locally certified subsidiary—the strategic choice to stay out of the domestic market makes sense, particularly after its agreement with Aerolíneas Argentinas.That partnership allows LATAM to leverage existing capacity in a growing market, without the need to become a fourth major player in an already crowded space. With two well-established carriers holding 75% of the market—and Flybondi bringing the total to 99%—trying to carve out a small market share poses significant risk.Moreover, LATAM’s interest clearly lies in the international market, where its operations already perform well. Its focus on long-haul connectivity and its new alliance with Delta offer a compelling value proposition for high-yield passengers traveling long distances.

LATAM confirms no return to domestic operations in Argentina

In the announcement of Arajet’s new route between Punta Cana and Córdoba, the company’s CEO, Victor Pacheco, kindly took a few minutes to speak with Aviacionline to discuss some of the topics surrounding the airline’s present and future operations.Aviacionline: The confirmation that you are evaluating Airbus aircraft was surprising, considering you are a case of Boeing leadership in the region.Victor Pacheco: Yes, but these alliances are achieved with manufacturers when a direct purchase is made, and we could make another purchase that allows us to establish a strategic alliance with a different manufacturer. There are cases in the world that have these agreements, even dual agreements. But the reason we are talking to both manufacturers is that we are a very special airline.Normally, an LCC has short-haul flights, but we operate very long flights and those routes, with the 737-8, have a penalty: we are limited to flying from Argentina with a maximum of 154 passengers on an aircraft with 189 seats. So that’s why we have to knock on both manufacturers' doors to see what products they offer.A: Still, you wouldn't go for a widebody aircraft.VP: No, today’s options would be to acquire more 737-8s, 737-9s or Airbus A321XLRs. The 737-7 has two drawbacks, even though it has longer range: it is not yet certified and ends up with a maximum capacity close to what we fly with the penalized 737-8.A: In the May filing to the JAC, you requested Córdoba, Mendoza, and Rosario, but you also wanted to fly to Asunción and more cities in Brazil, Paraguay, Uruguay, and Colombia. Are those still in progress?VP: Yes, and there will likely be updates on international routes in July. The change in Argentina’s regulatory framework makes route authorization much faster.A: Does the bureaucracy of the Dominican Republic’s aviation authority limit you?VP: Not necessarily, it doesn't limit me. There are procedures to follow, but we plan well and achieve what we want within the timeframes we set. I don’t feel limited, we’ve become used to complying with processes in the time they require. In the case of Argentina, the changes make the processes much shorter.<h3>“Our onboard product is superior”</h3>A: The comparison is constant and almost inevitable: when the projects to fly to Mendoza and Rosario progress, you will compete directly with COPA. What is your differentiator?VP: We are a company with a long-term approach to creating our own hub and network in the Caribbean, where there is a significant benefit in terms of flight time and where you connect. In that sense, the geographic position of the Dominican Republic is the most important differentiator. The rest is in the product: we believe that our onboard customer service is superior to what our competitor offers.A: There is a difference between the hubs in the Dominican Republic and Panama: in Santo Domingo and Punta Cana, passengers are split between those connecting and those staying for tourism. How does having two passenger segments with such different behavior impact your strategy?VP: The Dominican Republic has that particularity, so creating a Dominican airline that understands that makes perfect sense. We have a point-to-point market that Panama doesn’t have, and we are leveraging that while taking advantage of the geographic position to offer broader connectivity.<h3>“We found infrastructure challenges in Santo Domingo”</h3>A: When the Arajet project began, the idea was to create the Hub of the Americas in Santo Domingo, but the Punta Cana hub gradually grew. Was it the market speaking or was something else at play?VP: No, we found infrastructure challenges in Santo Domingo. A new terminal was being discussed for 2026 and now it's being talked about for 2029, and with the number of aircraft we purchased, it's impossible to accommodate that growth in a single airport, and so the strategy changed. A change that made a lot of sense when we did an analysis with a consultancy in which we had two hubs: one in Punta Cana oriented toward tourism and connections, and another in Santo Domingo for VFR traffic and connections. From a network standpoint, it helped create differentiated offers for different passengers.A: Virgin Australia, also a Bain Capital investment, went public and was well received. Is an IPO the next step for Arajet?VP: I was pleasantly surprised that it went up 11% in hours, the investors are very happy. That is Arajet’s path, and we are aiming for a public offering by 2030.A: When the DOT permit to fly to the United States wasn’t arriving, how close were you to walking away from the project?VP: I was never close to saying “enough,” but I can tell you it was extremely frustrating and that I felt bad for my investors because I had sold them a plan I couldn’t deliver. I was personally very frustrated, I can’t explain how uncomfortable it was because the negotiation was beyond the airline’s control and was bilateral between governments. That’s why I appreciate the effort both countries made because we did communicate to them that if we couldn’t access the U.S. market, we had no long-term viability, there was no critical mass to have a viable project. An airline that can’t operate with an average utilization above 11 hours and a fleet of 20 aircraft can’t be profitable. It doesn’t matter who finances it, it doesn’t matter who manages it, it becomes a business that won’t be successful.

"Without the United States, Arajet was not viable": an interview with CEO Victor Pacheco

Estuardo Ortiz, CEO of JetSMART, spoke with Aviacionline about the airline’s sustained growth across South America, addressing key developments in Chile, Argentina, and Colombia, and shared his views on fleet expansion, regulatory reform, and operational challenges in the region.“We’ve invested more in Argentina over the past 15 months because we’ve finally been able to,” Ortiz said, noting that regulatory changes have enabled aircraft interchange operations, foreign crew use, and access to a more stable exchange market, which is critical for covering expenses in U.S. dollars, such as aircraft leasing. “What’s key for us is fair competition—and Argentina didn’t have that before,” he added.He pointed to longstanding issues such as limited airport access, lack of contact gates, and subsidies for the state-owned carrier, which put JetSMART at a disadvantage. “Now that these factors are being corrected, the environment is finally right for investment,” Ortiz emphasized. JetSMART plans to reach 17 aircraft in Argentina by year-end, backed by an order for 125 aircraft.On market dynamics, Ortiz highlighted the contrast between Argentina and Colombia:Argentina: 48 million people, 21 million available airline seatsColombia: 55 million people, 46 million seats“Colombia is a larger market with more stimulation capacity than Argentina, Chile, or Peru,” he explained, adding that Argentina still offers major growth potential. “We’re now operating in markets with much greater scale.”Regarding JetSMART’s origin in Chile, he acknowledged a slowdown due to lower national investment, but remains optimistic: “The Chilean market has historically been good. My outlook for 2026 is positive.” He added, “When we complete this phase of expansion in larger markets, we’ll return to Chile with strength.”On JetSMART’s business model, Ortiz was clear: “It’s not about market share—it’s about building a sustainable, efficient operation.” The airline was recently named South America’s Best Low-Cost Carrier by Skytrax, beating full-service carriers, a sign that “the model works—it’s a win for passengers and countries.”<h3>Airbus A321 and future destinations</h3>JetSMART has incorporated the Airbus A321, which Ortiz described as “perfect for Argentina”. The fleet expansion was enabled by recent regulatory changes.Looking ahead, he sees growth opportunities in Brazil and the Caribbean. The airline is launching flights to Recife, capitalizing on Argentina’s shift from an inbound to outbound tourism market, with seasonal demand driving passengers from cold winters to warm northern beaches. He also noted interest in exploring routes to the Dominican Republic and broader Caribbean.“We have a substantial cost advantage over other South American carriers, and we want to maintain it,” Ortiz said. “People may fly long hours, but they’ll pay half the fare.”<h3>Slot reform and airport expansion</h3>Ortiz also addressed structural challenges, especially airport slot allocation. Using Bogotá’s El Dorado Airport as an example, he argued that existing rules are outdated and limit new entrants like JetSMART in congested hubs. “There should be rules that assign slots to ULCCs where no other competitors exist—this drives immediate fare reductions.”He called for a two-pronged solution:<ul><li>Optimize current slot allocation</li><li>Expand airport infrastructure, especially in Bogotá and Medellín, where expansion projects are urgent.</li></ul>JetSMART currently flies from Argentina to Santiago, Lima, Brazil, and Paraguay, and plans to continue expanding in international markets.

JetSMART’s CEO highlights growth in Argentina and Colombia, pushes for fair competition and slot reform

SKY Airline has reactivated three seasonal international routes connecting Santiago de Chile with Bariloche, Porto Alegre, and Belo Horizonte, as part of a strategy to boost regional connectivity during the vacation season.According to the airline, the Santiago–Bariloche route began operating on June 17 and will run through September 28, with four weekly flights and an expected passenger volume of over 16,000 travelers.Meanwhile, the Santiago–Porto Alegre route will launch on June 23 and remain active until September 14. It will start with three weekly flights, increasing to four during July and August. SKY expects to carry more than 12,000 passengers on this route, positioning itself as the only low-cost carrier offering direct service between the two cities.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/airbus_a320neo_de_sky_airline_en_porto_alegre_foto_fraport_1.jpg" alt="Airbus A320neo de SKY Airline en Porto Alegre (Foto: Fraport)" /><figcaption>SKY Airline's Airbus A320neo in Porto Alegre (Ph: Fraport)</figcaption></figure>For the second consecutive year, the airline will also operate the Santiago–Belo Horizonte route from June 24 to September 13, with three weekly frequencies and a projected volume also exceeding 12,000 passengers.“At SKY, we’re committed to enhancing Santiago’s connectivity with the rest of South America,” said Benjamín Cox, the airline’s deputy sales manager. “Our goal is to give Chileans the chance to enjoy the snow in Bariloche, the charm of Porto Alegre, or the cultural richness of Belo Horizonte.” He added that the airline also aims to “encourage more travelers from other countries to discover Chile and enjoy its snowy landscapes and diverse tourist attractions.”<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/mostradores_de_check_in_de_sky_airline_en_porto_alegre_foto_fraport.jpg" alt="Mostradores de check-in de SKY Airline en Porto Alegre (Foto: Fraport)" /><figcaption>Sky Airline in Porto Alegre Airport</figcaption></figure>

SKY Airline resumes three seasonal international routes for winter 2025

As part of the announcement of the new route between Punta Cana and Córdoba, Arajet CEO Victor Pacheco confirmed that in the second phase of the airline’s fleet expansion, they are evaluating aircraft from both Boeing and Airbus.&nbsp;This marks a shift away from the single-fleet, single-variant structure the company has operated since its inception, based on the Boeing 737 MAX 8 (10 in its current fleet).When asked by Aviacionline about the possibility of incorporating the 737 MAX 7—once certified and in service—to overcome seat capacity restrictions on longer routes such as Buenos Aires (and now Córdoba), Pacheco confirmed that the first 30 MAX aircraft will be delivered in the -8 variant, with the initial order expected to be completed by 2028.The CEO noted that delivery delays have affected the arrival of five aircraft, but confirmed that the deliveries scheduled for this year, 2026, and 2027 remain on track.The Dominican airline, which began regular operations in September 2022, has grown to serve a network of 28 destinations across 17 countries in the Americas, including six in the United States (Miami, San Juan-PR, New York-Newark, Orlando, Boston, and Chicago)—a key market for its ambitions to become a low-cost alternative to airlines such as Copa Airlines, Avianca, or LATAM.Victor Pacheco also revealed that <a href="https://www.aviacionline.com/arajet-sets-sights-on-lax-as-its-next-us-destination">Arajet’s next U.S. destination would be Los Angeles.</a><figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/red_de_destinos_de_arajet.jpg" alt="Red de destinos de Arajet" /><figcaption>Red de destinos de Arajet</figcaption></figure>

Beyond MAX 8: Arajet opens Airbus door

As part of a press conference held this Wednesday in Buenos Aires, Dominican airline Arajet announced the launch of a new international route connecting Punta Cana with the Argentine city of Córdoba, further expanding its presence in the country and strengthening its strategy of regional air integration from the Caribbean.During the event, the company’s CEO, Víctor Pacheco, also revealed that a new route to Los Angeles will be announced soon, marking another step forward in its expansion into the U.S. market.The airline has been executing an accelerated growth strategy in the United States, where it already operates regular flights from Santo Domingo to Miami, San Juan, Puerto Rico, and, as of last week, Newark, one of the gateways to the New York metropolitan area. It also plans to launch new connections to Orlando (October 26), Chicago (November 15), and Boston (November 20).With a focus on attracting both outbound tourism and the Dominican diaspora, Arajet has also filed applications to fly to a total of 17 cities in the U.S., including Washington Dulles and Baltimore, although those routes have not yet been scheduled.The addition of Los Angeles will be a key strategic milestone, as it is one of the main gateways from the U.S. West Coast to Latin America and the Caribbean, and home to a large Latin and Dominican population.Arajet currently operates a fleet of Boeing 737 MAX 8 aircraft and follows a low-cost, continent-wide model, leveraging bilateral agreements such as the open skies treaty between the Dominican Republic and the United States, which facilitates the launch of new cross-border routes.

Arajet Sets Sights on LAX as Its Next U.S. Destination

The addition of a third Embraer E195 to Air Montenegro’s fleet is currently on hold, sparking a controversy that blends operational safety concerns with political tensions. Montenegro’s Civil Aviation Agency (CAA) has yet to issue final approval for the aircraft, despite claims from the national airline that the jet has passed all required technical and operational checks.The aircraft at the center of the dispute is an Embraer E195 with 118 seats, now parked at Podgorica Airport under provisional registration 4O-C. Its recent history is complex: it previously flew for the now-defunct Danish carrier Great Dane Airlines as OY-GDB. According to EX-YU Aviation, Air Serbia had intended to add the aircraft to its fleet earlier this year—going as far as repainting it in its livery—but eventually returned it to lessor SEBC Aviation Leasing after it sat idle for months in Belgrade.The root of the issue lies in the traceability of the aircraft’s components. The bankruptcy of Great Dane Airlines in 2021 has complicated verification of the aircraft’s parts and maintenance records. Under strict European Union Aviation Safety Agency (EASA) regulations, every aircraft component must have complete documentation to certify its airworthiness. Missing or incomplete records render a part unfit for flight, posing a direct safety risk. EASA has increased scrutiny on such matters, especially for airlines outside the EU.<blockquote>Key Facts• What’s the issue with Air Montenegro’s new aircraft? Difficulty certifying the complete history and documentation of its components, which is essential for airworthiness certification.• Why is the documentation missing? Great Dane Airlines’ 2021 bankruptcy has made it challenging to trace the origin and maintenance records of individual parts.• Who has the final say? Montenegro’s Civil Aviation Agency must issue the aircraft’s airworthiness certificate before it can enter commercial service.</blockquote>Montenegro’s Ministry of Transport publicly distanced itself from the airline’s decision, stating it was “not consulted in the process.” The ministry emphasized that passenger safety is the top priority and said it could not endorse any move not based on thorough technical assessment. It has since met with the CAA to demand full <a href="https://aeroin.net/controversia-em-torno-da-expansao-da-frota-de-jatos-embraer-da-air-montenegro-levanta-preocupacoes/">transparency.</a><a href="https://aeroin.net/controversia-em-torno-da-expansao-da-frota-de-jatos-embraer-da-air-montenegro-levanta-preocupacoes/">According to Aeroin</a>, the issue has escalated politically amid allegations that a senior member of a ruling party—who also heads the Ministry of Transport—has allegedly pressured aviation officials to approve the aircraft despite its documentation gaps.Air Montenegro has dismissed what it calls “politically motivated attacks” aimed at discrediting the airline. It stressed its full compliance with EASA, IATA, and ICAO regulations and noted that its fleet expansion is self-funded and vital for enhancing Montenegro’s air connectivity. The airline warned that unfounded criticism erodes public confidence and harms the industry.While the airline defends its expansion plans, the final decision on whether the third Embraer E195 can enter service rests solely with the Civil Aviation Agency, which is still reviewing the aircraft and its complex documentation.

Paperwork Troubles Stall Air Montenegro’s Third Embraer E195 Over Component Traceability

An Airbus A320neo, registered as EI-HPH, arrived at Santiago de Chile International Airport on Friday, June 20, 2025, completing its transfer flight from India, where it previously operated for IndiGo Airlines under registration VT-IZS. The aircraft will join LATAM Airlines Chile’s fleet as CC-BHO, though it may later be reassigned to LATAM Airlines Peru, in line with the group's internal redistribution strategy for this aircraft type.This move reflects a pattern seen in recent years, where the Chilean parent company retains older aircraft in operation while newer models like the A320neo are primarily allocated to its Brazilian and Peruvian subsidiaries.The ferry flight began on June 18 from Istanbul (ISL) to Tenerife South (TFS), continued on June 19 to Fortaleza (FOR), and concluded on June 20 with the aircraft’s arrival in Santiago de Chile (SCL) at 5:04 p.m. local time, after a 6-hour and 35-minute flight. Throughout the journey, the aircraft already sported LATAM Airlines livery, though still under its Irish registration (EI-), commonly used for aircraft under leasing agreements.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/ei_hph_airbus_a320_271n_latam_airlines_1.jpg" alt="EI-HPH - Airbus A320-271N - LATAM Airlines" /><figcaption>EI-HPH - Airbus A320-271N - LATAM Airlines</figcaption></figure>Manufactured in 2019, the aircraft had been in storage since January 2023 before being reactivated for LATAM’s fleet. Its arrival follows the recent registrations of CC-BHL and CC-BHJ, two other Airbus A320neo aircraft added in Chile as part of a broader fleet renewal aimed at improving operational efficiency and reducing fuel consumption.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/cc_bhj_airbus_a320_271n_latam_airlines.jpg" alt="CC-BHJ - Airbus A320-271N - LATAM Airlines" /><figcaption>CC-BHJ - Airbus A320-271N - LATAM Airlines</figcaption></figure>LATAM Group continues to strengthen its regional operations with next-generation aircraft, prioritizing A320neo allocations to its affiliates.

Why Does a LATAM Airlines Aircraft Have an Irish Registration?

The Portuguese government is moving forward with a partial privatization plan for TAP Air Portugal, limiting the sale to a minority stake of up to 49%. The decision reflects opposition from key political parties in parliament that currently block a full sale of the national airline.According to reports from Diário de Notícias, the government is adjusting its strategy to ensure the viability of the process amid a fragmented political landscape. The goal is to inject capital and enhance the airline’s competitiveness, drawing the interest of Europe’s major airline groups: IAG (International Airlines Group), Lufthansa, and Air France-KLM, all of which are closely monitoring the process.The government’s recently released program explicitly identifies “the implementation of the first phase of TAP’s privatization” as a priority. The aim is to “launch and complete the first phase of the process to reprivatize TAP’s share capital.” A key condition is that the airline’s headquarters and hub must remain in Lisbon, safeguarding the country’s strategic connectivity.The minority sale is a direct consequence of parliamentary dynamics. Parties like Chega, while supportive of bringing in private capital to boost efficiency, oppose a full 100% sale. Meanwhile, the Socialist Party (PS) supports a partial sale only if the state retains an active role in company management—a position previously advocated by former leader Pedro Nuno Santos. This balance of political forces compels the government to adopt a minority model in order to move forward.<blockquote>Why is Portugal only selling part of TAP? The 49% limit reflects a lack of political consensus for full privatization. Key opposition parties—Chega and the Socialist Party—condition their support on the Portuguese state maintaining majority control or a strategic role, forcing the government to proceed with a minority stake sale to ensure the deal’s feasibility.</blockquote><h3>The interest from major European airline groups is longstanding</h3>IAG, owner of Iberia and British Airways, sees TAP as a valuable asset to reinforce its dominance on Europe–South America routes, particularly with Brazil. Lufthansa aims to expand its presence in southern Europe, while Air France-KLM believes the acquisition would strengthen its position in the Atlantic, complementing its existing operations. Each group has reportedly held talks and is reviewing terms for a potential bid, according to industry sources.TAP, which was renationalized in 2020 amid the pandemic crisis, posted a positive financial result for the third consecutive year in 2024, reporting a net profit of €53.7 million and a record €4.2 billion in operating revenue. These strong figures come as the airline nears completion of its restructuring plan in 2025, making it more attractive to investors.Through this operation, the Portuguese government seeks not only financial returns but, more importantly, a strategic partner capable of driving TAP Air Portugal’s long-term growth and sustainability—while ensuring Lisbon remains a major transcontinental hub.

Portugal to Sell Up to 49% of TAP Air Portugal in Partial Privatization Plan

The United States government is weighing new travel restrictions that could range from visa suspensions to outright entry bans for citizens of 36 countries that, according to the State Department, fail to meet new security and cooperation criteria. The proposed measures were outlined in an internal memo circulated among U.S. diplomats on June 14, according to media reports.The document, signed by Secretary of State Marco Rubio, gives the listed countries 60 days to comply with Washington’s new requirements. The initial deadline to submit an action plan expired on Wednesday, June 18, though it remains unclear which countries responded.Key issues cited by the State Department include a lack of cooperative central governments capable of issuing reliable identification documents, and high rates of visa overstays by their nationals in the United States.The memo, first reported by The Washington Post and later confirmed by outlets including the Associated Press and Al Jazeera, includes key U.S. partners in Africa such as Egypt, Nigeria, Ethiopia, and Ghana. In total, 25 of the countries under review are located in Africa.An exception noted in the memo states that a country’s willingness to accept third-country nationals deported from the U.S. may offset other concerns and reduce the likelihood of sanctions.This potential expansion would build on an existing travel ban signed by President Donald Trump in early June 2025. That executive order bars entry for citizens of 12 countries: Afghanistan, Myanmar, Chad, the Republic of the Congo, Equatorial Guinea, Eritrea, Haiti, Iran, Libya, Somalia, Sudan, and Yemen. Additionally, partial restrictions apply to nationals from seven other countries, including Cuba and Venezuela.<blockquote>What You Need to Know• What’s happening: The U.S. is evaluating travel restrictions for 36 additional countries. • Why: Alleged failure to meet security standards, documentation requirements, and high visa overstay rates. • Who’s on the list: 25 countries in Africa, 4 in the Caribbean, 4 in Asia, and 3 in Oceania. • Context: The move would extend a current travel ban that affects 12 countries and partially restricts 7 others. • Potential resolution: Countries that cooperate in accepting deportees may avoid sanctions.</blockquote>The list of countries under review includes:Africa: Angola, Benin, Burkina Faso, Cape Verde, Cameroon, Ivory Coast, Democratic Republic of the Congo, Djibouti, Egypt, Ethiopia, Gabon, Gambia, Ghana, Liberia, Malawi, Mauritania, Niger, Nigeria, São Tomé and Príncipe, Senegal, South Sudan, Tanzania, Uganda, Zambia, and Zimbabwe. Caribbean: Antigua and Barbuda, Dominica, Saint Kitts and Nevis, and Saint Lucia. Asia: Bhutan, Cambodia, Kyrgyzstan, and Syria. Oceania: Tonga, Tuvalu, and Vanuatu.President Trump has previously stated that these lists are subject to change based on “material improvements” or may expand if “new global threats emerge.” Current U.S. immigration and visa policies can be consulted on the official website of the U.S. State Department.Let me know if you'd like a headline suggestion or SEO-tailored summary.

U.S. Considers New Travel Restrictions for Citizens of 36 Countries

Conviasa, Venezuela’s flag carrier, has launched the promotion of one of its most ambitious routes to date: a direct connection between South America and Asia via Russia. The airline plans to operate flights between Caracas (CCS) and Guangzhou (CAN) with a stop in Moscow (VKO), using its largest aircraft, the Airbus A340-600.According to the information released, the route will begin operating during the Northern Hemisphere summer, with biweekly frequency. Outbound flights from Simón Bolívar International Airport in Maiquetía are scheduled for Fridays, while return flights from Guangzhou Baiyun International Airport will operate on Mondays.The use of the Airbus A340-600 is a key element of this operation. This four-engine, long-haul aircraft is designed for ultra-long-range routes. Conviasa uses this type of aircraft, including the one registered as YV3533, to serve its farthest destinations. The airline’s fleet also includes other widebody models like the Airbus A340-300.While many global carriers have retired the A340 due to its higher fuel consumption compared to modern twin-engine jets, its ability to operate long-haul routes without ETOPS restrictions, combined with its availability on the market, makes it a viable choice for certain operators.<blockquote>Key Flight Information• What is Conviasa’s new route? A direct connection from Caracas (CCS), Venezuela, to Guangzhou (CAN), China, with a stop in Moscow (VKO), Russia.• What aircraft will be used? The route will be operated with Airbus A340-600 aircraft.• Why the stop in Moscow? The Moscow stopover is based on both technical and geopolitical factors, linking three countries with strong political and economic alliances while avoiding the airspace of nations imposing restrictions on Venezuela.</blockquote>Beyond its technical aspects, the Caracas–Moscow–Guangzhou route holds significant strategic value. This air corridor reflects deepening political and trade ties between the governments of Venezuela, Russia, and China. For Conviasa—operating under strict sanctions imposed by the U.S. Treasury’s Office of Foreign Assets Control (OFAC)—establishing routes through allied nations is not just a preference but an operational necessity.These sanctions limit Conviasa’s access to spare parts, financing, insurance, and the airspace of many Western countries. As a result, the airline’s network is focused on politically favorable destinations, such as its current or past operations to Tehran (Iran) and Damascus (Syria), reinforcing its role as a tool of Venezuela’s foreign policy.

Conviasa to Link Venezuela and China with Strategic Stop in Russia

The U.S. National Transportation Safety Board (NTSB) has issued an <a href="https://www.ntsb.gov/investigations/Pages/DCA24LA330.aspx">urgent safety bulletin (AIR-25-03)</a> outlining the risk of a Boeing 737 MAX cockpit filling with smoke following the activation of a safety device in its CFM International LEAP-1B engines. The agency has issued five new safety recommendations, including one urgent measure directed at the Federal Aviation Administration (FAA), to mitigate the risk.The NTSB launched its investigation after an incident on December 20, 2023, involving Southwest Airlines Flight 554, a Boeing 737-8 that ingested a bird into its left engine shortly after takeoff from New Orleans. Moments after the impact, the flight deck filled with a “white, acrid smoke,” severely limiting the pilots' visibility.The first officer reported he could no longer see the captain clearly, while the captain noted his instrument panel was hard to read, even considering flying the aircraft solely via the Head-Up Display (HUD). The smoke only began to clear rapidly after the crew activated the engine fire switch, as outlined in the emergency checklist.<blockquote>What is the safety flaw in the 737 MAX engines?A component called the Load Reduction Device (LRD), designed to protect the engine during fan blade failures, can cause an oil leak when activated. This oil burns in the engine’s hot sections, and the resulting smoke is introduced into the cockpit through the air conditioning system.</blockquote><h3>A failure with unexpected consequences</h3>The root of the issue lies in a design feature of the engine known as the Load Reduction Device (LRD). This system protects the aircraft and engine from severe vibrations caused by fan blade imbalance or failure, by partially disconnecting the fan from the turbomachinery.According to the NTSB, the LRD activation in the New Orleans incident caused engine oil lines to detach, allowing oil to enter the compressor. When exposed to high temperatures, the oil produced smoke that was sucked into the air conditioning system—which draws air directly from the left engine and supplies it to the cockpit.A similar incident occurred on March 5, 2023, in Havana, Cuba, where Southwest Flight 3923 suffered a bird strike in the right engine, resulting in “vapor” entering the passenger cabin.While current emergency procedures, such as activating the engine fire switch, close the Pressure Regulating and Shutoff Valve (PRSOV) to stop contaminated air, the NTSB stressed the need to reduce smoke levels and pilot workload during such emergencies.CFM International and Boeing are currently developing a software update that will automatically close the PRSOV when the LRD is activated. However, this solution is not expected to be certified and available until Q1 2026.Given this timeline, the NTSB issued the following key recommendations:<ul><li>To the FAA (Urgent): Ensure all 737 MAX flight crews are informed about this risk and that flight manuals (FCOM) and quick reference handbooks (QRH) reflect the updated procedures. The NTSB found that some pilots were unaware of the incidents.</li><li>To Boeing and CFM: Collaborate to finalize and certify the software modification.</li><li>To the FAA and EASA: Require all operators to install the software update once available.</li><li>To the FAA, EASA, and CAAC: Assess whether LEAP-1A engines (used on Airbus A320neo) and LEAP-1C engines (on COMAC C919), which also use LRDs, present similar risks and take necessary corrective action.</li></ul>The NTSB concluded that while the reviewed events involved bird strikes, LRD activation can occur due to other causes, such as the loss of a fan blade. Therefore, it is critical that flight crews are prepared for this contingency until a permanent fix is implemented.

U.S. NTSB warns of smoke risk in 737 MAX cockpit after engine safety system activates

LATAM Airlines has initiated the repainting of the last aircraft bearing the former LAN Airlines livery, completing the visual transition to its current corporate identity. The aircraft in question, a Boeing 767 freighter registered N418LA, was transferred from Miami to Brussels on June 12, and then to Abu Dhabi on June 13, where it will undergo maintenance and repainting.Abu Dhabi serves as one of LATAM’s main hubs for wide-body fleet maintenance and repainting, alongside Mexicana’s MRO facilities in North America, covering both Boeing 787 and 767 aircraft.This move closes a chapter that began in 2016, when the LATAM brand was introduced following the merger of LAN and TAM. Since then, the airline has progressively worked to unify its visual identity across its entire fleet.<h3>A Livery with Strong Regional Roots</h3>The livery used by LAN Airlines from 2004 to 2016 was adopted across its regional subsidiaries in Argentina, Peru, Ecuador, and Colombia, establishing a unified visual identity in South America. It was characterized by a blue tail with a white star and a red stripe on the rear fuselage.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/cc_bfs_airbus_a320_214_lan_airlines.jpg" alt="CC-BFS - Airbus A320-214 - LAN Airlines" /><figcaption>CC-BFS - Airbus A320-214 - LAN Airlines</figcaption></figure>For frequent flyers and aviation enthusiasts, this livery—along with earlier designs from the 1980s and 1990s that featured bold red and blue colors—remains one of the most iconic and memorable in the airline’s history.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/boeing_767_200_lan_chile.jpg" alt="Boeing 767-200 LAN Chile" /><figcaption>The classic Boeing 767-200ER of Chile’s National Airline arrived to renew the aging fleet of Boeing 707-300s and DC-10s, featuring the iconic livery that took Chile “ever higher.” &nbsp;Photo: Konstantin von Wedelstaedt via Wikimedia Commons</figcaption></figure>The LAN Chile Boeing 767-200ER, which modernized the fleet in place of aging Boeing 707-300s and DC-10s, symbolized the airline's ambition, bearing the distinctive livery and evoking Chilean pride through the solitary star, a nod to the national flag.It also symbolized the roots and Chilean identity by preserving the lone star featured on the national flag. The following YouTube video is arguably the airline’s best commercial in its entire history:<figure class="media"><div data-oembed-url="https://youtu.be/t5Yyz3Ck1xY"><div style="position: relative; padding-bottom: 100%; height: 0; padding-bottom: 56.2493%;"><iframe src="https://www.youtube.com/embed/t5Yyz3Ck1xY" style="position: absolute; width: 100%; height: 100%; top: 0; left: 0;" frameborder="0" allow="autoplay; encrypted-media" allowfullscreen=""></iframe></div></div></figure>Beyond its exterior design, LAN Airlines also developed a strong brand identity through advertising and onboard visuals. In the 2000s and early 2010s, its promotional campaigns combined sweeping images of South America with epic soundtracks and the tagline “El Encanto de Volar” (The Charm of Flying), projecting a brand deeply connected to place and the emotional allure of air travel.<figure class="media"><div data-oembed-url="https://youtu.be/0psZmC_9H5s"><div style="position: relative; padding-bottom: 100%; height: 0; padding-bottom: 56.2493%;"><iframe src="https://www.youtube.com/embed/0psZmC_9H5s" style="position: absolute; width: 100%; height: 100%; top: 0; left: 0;" frameborder="0" allow="autoplay; encrypted-media" allowfullscreen=""></iframe></div></div></figure>LAN’s Argentina launch commercial and its minimalist, visually cohesive safety video are also fondly remembered for their clarity and stylistic consistency.<figure class="media"><div data-oembed-url="https://youtu.be/nY_cgDjFfAE"><div style="position: relative; padding-bottom: 100%; height: 0; padding-bottom: 56.2493%;"><iframe src="https://www.youtube.com/embed/nY_cgDjFfAE" style="position: absolute; width: 100%; height: 100%; top: 0; left: 0;" frameborder="0" allow="autoplay; encrypted-media" allowfullscreen=""></iframe></div></div></figure><figure class="media"><div data-oembed-url="https://youtu.be/DuiuM-gmqto"><div style="position: relative; padding-bottom: 100%; height: 0; padding-bottom: 56.2493%;"><iframe src="https://www.youtube.com/embed/DuiuM-gmqto" style="position: absolute; width: 100%; height: 100%; top: 0; left: 0;" frameborder="0" allow="autoplay; encrypted-media" allowfullscreen=""></iframe></div></div></figure><h3>End of an Era, Brand Identity Fully Unified</h3>The completion of the visual transition marks LATAM Airlines Group’s full consolidation as a single, international brand. The current livery—introduced in May 2016—features a white fuselage with sweeping accents in blue, red, and violet, aligning all group operations under one cohesive image.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/cc_bed_airbus_a321_211_lan_airlines.jpg" alt="CC-BED - Airbus A321-211 - LAN Airlines" /><figcaption>CC-BED - Airbus A321-211 - LAN Airlines</figcaption></figure><figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2024/09/IMG_9972.jpg" alt="LATAM Airbus A321-214 CC-BED" /><figcaption>LATAM Airbus A321-214 CC-BED</figcaption></figure>With the repainting of the last LAN-liveried aircraft, LATAM closes a transformation that was operational, commercial, and aesthetic. The livery's retirement is more than a cosmetic change; it marks the end of an era spanning over a decade of business evolution.

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Why Does a LATAM Airlines Aircraft Have an Irish Registration?

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U.S. Considers New Travel Restrictions for Citizens of 36 Countries

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U.S. NTSB warns of smoke risk in 737 MAX cockpit after engine safety system activates

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