The crash of Air India flight AI171 in Ahmedabad on June 12, 2025, could be shaping up to be a critical case study in risk management in commercial aviation. The preliminary investigation by India's Aircraft Accident Investigation Bureau (AAIB) is reportedly directing attention toward a systemic issue: the interpretation and weight that airlines give to the various safety communications issued by regulatory authorities.A 2018 FAA Special Airworthiness Information Bulletin (SAIB), which warned of a vulnerability in the fuel control switches, is now a central piece of the investigation. The fact that its recommendations had not been implemented on the crashed aircraft raises fundamental questions about safety-related decision-making processes.Flight recorder data from the Boeing 787-8 (VT-ANB) suggests an alarming sequence of events. Seconds after a normal takeoff, both engines reportedly lost power almost simultaneously. The EAFR (Enhanced Airborne Flight Recorder) analysis showed that the fuel control switches moved from "RUN" to "CUTOFF."<section class="noteSuggested" data-id="40410" data-title="Puede interesarte"></section>The conversation in the cockpit would indicate that this action was inadvertent, with the pilots showing surprise. This raises a fundamental question: if it was not a deliberate action, what could have caused such a critical control to move? The answer could lie in a document issued by the FAA almost seven years earlier.&nbsp;<h3>The Regulatory Ecosystem: Understanding SAIB, AD, and EAD</h3>To understand the context of the operator's decision, it is essential to differentiate the tools the FAA uses to communicate airworthiness issues.Airworthiness Directive (AD): This is a legally binding order issued when the FAA determines that an "unsafe condition" exists. Compliance is not optional.Emergency Airworthiness Directive (EAD): This is an AD with immediate effect to correct an extreme risk that cannot wait.Special Airworthiness Information Bulletin (SAIB): This occupies a different space. It is issued to alert and recommend action on a concern that does not cross the legal threshold for an AD.SAIB NM-18-33, in particular, warned about the risk that the locking mechanism of the fuel switches could be inoperative. While it recommended a specific part replacement for certain Boeing 737s, the warning about the design was relevant to the Boeing 787 (with part P/N 4TL837-3D).What is an Emergency Airworthiness Directive (EAD)? It is an order from the FAA for immediate compliance to correct a safety risk so serious that it cannot wait for the usual processes of a standard AD.Why would the FAA issue an SAIB instead of an AD? The FAA would do so when it identifies a safety concern but determines that it does not meet the legal threshold to be classified as an "unsafe condition," which is the requirement for an AD. The SAIB serves to recommend and inform, not to compel.What questions does this case raise about SAIBs? It raises how operators should assess the risks of an SAIB and what the expected standard of care is, even if the recommendations are not legally mandatory.&nbsp;<h3>The Regulatory Gap: "Not Mandatory" Does Not Mean "No Risk"</h3>The FAA's decision to issue an SAIB instead of an AD was reportedly based on the problem "not being an unsafe condition that would justify airworthiness directive action." This stance, in practice, transfers the burden of risk assessment to the operator. This is where a complex "gray area" of responsibility and safety management arises.Ignoring such a warning, however, would entail several risks that go beyond simple regulatory compliance. First, it would open the door to enormous civil liability. In a post-accident court scenario, a plaintiff could argue that the airline, having been notified by the FAA through an SAIB, was aware of the risk and had a simple and low-cost mitigation available. The argument would not be whether the action was mandatory, but whether a "reasonably prudent operator," with knowledge of the danger, would have acted.Second, and perhaps more importantly from an operational safety perspective, it would represent a potential failure of the company's Safety Management System (SMS). A robust SMS, a pillar of modern aviation, is designed to treat an SAIB as a formally identified hazard that requires an internal risk analysis, regardless of its regulatory status. The process would dictate that the hazard (a faulty fuel switch) be evaluated in a risk matrix. The consequence (a dual engine shutdown on takeoff) would always be catastrophic, so even a low probability would result in a level of risk that would, most likely, demand mitigating action.&nbsp;<h3>The Necessary Debate on the Limits of the Non-Mandatory</h3>The preliminary report from the AAIB, by indicating that the suggested inspection was not performed due to its "advisory and non-mandatory" nature, not only points to a decision but opens a profound debate for the industry:How should a Safety Management System (SMS) process, document, and act on a risk identified in an SAIB?What criteria would an operator use to determine that the risk described in a bulletin is acceptable and does not require the recommended action? Would this risk analysis be formally documented for future reviews and audits?If a non-mandatory recommendation could have been a factor in preventing an accident, where would the ultimate responsibility for managing that risk lie?Regardless of the final outcome of the investigation, the crash of flight AI171 must be the start of an urgent and honest conversation about the philosophy of safety. The debate would not just be about a switch, but about how the industry ensures that a "recommendation" from a safety authority receives the weight it deserves to prevent future tragedies.

Recommended versus Mandatory: The Potential Link Between an FAA Bulletin and the Air India Disaster

India's Aircraft Accident Investigation Bureau (AAIB) has published its preliminary report on the crash of Air India Flight AI171 , which occurred on June 12. Data recovered from the flight recorder (EAFR) of the Boeing 787-8, registration VT-ANB , indicates that the catastrophic sequence began when the fuel cutoff switches for both engines were moved from the "RUN" to the "CUTOFF" position just three seconds after the aircraft took off from Sardar Vallabhbhai Patel International Airport (VAAH).The flight, bound for London's Gatwick Airport (EGKK), was carrying 230 passengers and 12 crew members. The aircraft crashed at approximately 08:09 UTC in a residential area 0.9 nautical miles from the end of runway 23 , resulting in the deaths of all crew members, 229 passengers, and 19 people on the ground. Only one passenger survived with serious injuries.According to the Enhanced Airborne Flight Recorder (EAFR) data, the aircraft lifted off at 08:08:39 UTC. Three seconds later, upon reaching a speed of 180 knots, the fuel switches for the GEnx-1B engines were moved to the cutoff position, interrupting the fuel flow.The cockpit voice recording captured a crucial exchange between the pilots. One of them asked the other why he had cut off the engines, to which the second pilot replied that he had not done it. This conversation suggests the action was unexpected and unintentional by the crew.As a direct consequence of the loss of power from both engines, the Ram Air Turbine (RAT) automatically deployed to supply emergency hydraulic power, a fact confirmed by both flight data and airport security camera footage.<blockquote><h3>What We Know So Far</h3>What was the main cause of the Flight AI171 accident? The preliminary report indicates that the fuel switches for both engines were moved to the "CUTOFF" position seconds after takeoff, causing a dual engine shutdown.Was it an intentional action by the pilots? The cockpit voice recording suggests it was not. One pilot expressed surprise, and the other denied having moved the switches.Was there a known issue with the aircraft? A 2018 FAA bulletin warned of a potential problem with the locking feature of the fuel control switches on this aircraft model. The recommended inspections were advisory and had not been performed on the aircraft.</blockquote>Twelve seconds after the initial cutoff, the crew attempted a relight by moving the switches back to the "RUN" position. Engine 1 showed signs of recovery, but Engine 2 failed to regain its core speed before the aircraft impacted several buildings of the BJ Medical College complex. The crew transmitted a "MAYDAY" call at 08:09:05 UTC, seconds before the recording stopped.The report also highlights a relevant contextual factor. In December 2018, the U.S. Federal Aviation Administration (FAA) issued Special Airworthiness Information Bulletin (SAIB) NM-18-33. This document warned of the "potential disengagement of the fuel control switch locking feature" on several Boeing models, including the 787. A disengaged locking feature could make the switches more susceptible to accidental movement.Air India confirmed to investigators that the inspections suggested in the SAIB were not carried out on VT-ANB because the bulletin was advisory and not a mandatory airworthiness directive.The investigation, led by India's AAIB, includes collaboration with the U.S. NTSB, as well as technical advisors from Boeing, GE Aviation, and the FAA. The team of investigators continues to analyze the evidence and, at this stage, has not issued safety recommendations for operators of Boeing 787 aircraft or GEnx-1B engines.

Air India Flight AI171 Preliminary Report: A Dual Engine Shutdown Caused the Tragedy in Ahmedabad

AirAsia Berhad, a subsidiary of Capital A Berhad, has signed a Memorandum of Understanding in Paris with Airbus for 50 A321XLR aircraft, with options for 20 more, in an agreement valued at USD 12.25 billion.&nbsp;The signing, attended by Malaysian Prime Minister Anwar Ibrahim, marks a strategic shift as the airline positions itself to become the world’s first low-cost carrier operating as a network airline, supported by a multi-hub structure. This approach differs from the typical point-to-point model used by low-cost carriers, instead relying on connected flights and centralized hubs.Tony Fernandes, CEO of Capital A and a key figure at AirAsia, said the airline is “taking the next step after pioneering low-cost travel in Asia,” and described the shift as one of “exponential growth, connecting geographies beyond Southeast Asia and making flying even more accessible.” He added that the aim is to “let the world see Asean, and Asean see the world.”Deliveries of the aircraft are scheduled between 2028 and 2032, enabling the airline to open up long-haul routes currently underserved, including destinations in Central Asia, the Middle East, and Europe. According to the company, the A321XLR model offers up to 20% lower fuel burn per seat compared to the A321neo, improving environmental performance and operational efficiency.“AirAsia is creating solid fleet efficiencies that allow for the expansion of a global network,” said Christian Scherer, CEO of Airbus Commercial Aircraft. He noted that the A321XLR “unlocks new opportunities to launch non-stop flights linking primary and secondary cities around the world.”The aircraft will join an all-Airbus fleet currently composed of A320 and A330 models. AirAsia highlights that this multi-aircraft strategy enables better capacity management, lower fuel consumption, and a more sustainable, cost-efficient operation in a competitive global market.According to the airline, its goal is to carry 150 million passengers annually by 2030, reaching a cumulative total of 1.5 billion passengers since its founding.

AirAsia orders up to 70 A321XLRs to launch global network model

In March 2022, a quietly introduced bill in the U.S. House of Representatives laid out a scenario that, until recently, seemed unthinkable: the Bunker Buster Act. The proposed legislation authorizes the President to take specific actions to ensure Israel is prepared for all contingencies, should Iran pursue the development of a nuclear weapon. Among those actions is the potential transfer of the GBU-57 Massive Ordnance Penetrator (MOP) and the deployment of specialized infrastructure for its use. As the only platform capable of carrying the MOP, the hidden protagonist of the text is the B-2 Spirit stealth bomber—arguably the most sensitive and guarded asset in the U.S. strategic aviation arsenal.<h3>A proposal revived by combat</h3>Though introduced in 2022, the bill gained renewed traction following the June 22 U.S. strikes on Iranian nuclear facilities, carried out by B-2 Spirit bombers using MOPs during Operation Midnight Hammer. According to the White House, the mission destroyed underground sites at Fordow, Natanz, and Isfahan.The mission involved more than 125 aircraft—a massive and complex logistical undertaking that required the B-2s to fly over 30-hour round-trip sorties from U.S. territory.This level of operational intensity is part of the rationale for potentially pre-positioning assets in the region. While the U.S. has historically kept the B-2 under tight operational control, establishing infrastructure closer to the theater could reduce the reliance on aerial refueling and shorten response times.<h3>Strategic risks: why not in Israel?</h3>Yet the counterarguments are significant. Deploying B-2s to Israeli territory would be both strategically risky and politically explosive. The B-2 production line was shut down years ago, and the USAF currently operates only around 20 of them. Losing even one—whether to an Iranian missile or to one launched by a proxy such as Hezbollah or the Houthis—would be a strategic and symbolic disaster for the U.S.If the Bunker Buster Act were to move from legislation to operational planning, the most plausible scenario would not involve U.S. B-2s landing in Israel, but rather a more indirect architecture: Israeli crews trained by the USAF, operating B-2s from a third-party allied base outside the range of most Iranian missiles. Greece and Italy stand out as potential hosts. This arrangement would be more secure, compartmentalized, and politically viable for both Washington and Jerusalem.<h3>Would the USAF expose its most advanced deterrent platform?</h3>At the core of the issue lies the weapon and the platform. The MOP is a 30,000-pound (13,600-kg) precision-guided bomb designed to penetrate up to 60 meters of earth and reinforced concrete before detonation. It can only be deployed by one aircraft: the Northrop Grumman B-2 Spirit stealth bomber.The B-2 is a critical component of the U.S. nuclear triad and one of the most highly protected assets in American military doctrine. Its operational deployment is strictly limited due to security, maintenance, and logistical concerns. For that reason, even considering its use outside the continental U.S.—or, more radically, under partial operational control by a foreign ally, even with a dual-key system—represents an unprecedented doctrinal shift.<h3>From doctrine to potential action</h3>The Bunker Buster Act is not a blank check. The text mandates that any such measures must be based on a joint study by the U.S. Department of Defense and the Israeli government assessing Israel’s needs to maintain its “qualitative military edge” (QME). Only if the President certifies that such steps are vital to U.S. national security could infrastructure be built—extended runways, munitions storage, and other components necessary to employ the MOP.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/07/b_2_spirit.jpeg" alt="B-2 Spirit"></figure>Additionally, the bill authorizes joint R&amp;D for new bunker-busting weapons, aimed not only at Iranian targets but also Hezbollah’s underground weapons storage and production sites.Any eventual transfer of the MOP to Israeli custody would require a dual-key mechanism, contingent upon verified Iranian violations of the NPT Safeguards Agreement and the assessment that Israel lacks alternative means to neutralize Iran’s underground nuclear infrastructure.<h3>A new paradigm?</h3>The timing of the bill’s revival is no coincidence. Several lawmakers cited the June U.S. offensive—which, according to the Trump administration, “obliterated” Iran’s nuclear program—as the immediate context. While IAEA experts warn that Iran could reconstitute its enrichment capabilities within months, the Pentagon now estimates that the strikes may have set the program back by up to two years, according to Reuters. In that scenario, the Bunker Buster Act functions as both a preventive message and a structural deterrent in case Tehran opts for accelerated nuclear reconstitution.Even if it never materializes in concrete actions, the very existence of this bill—introduced amid escalating nuclear tensions—signals a new dimension in U.S.–Israeli military cooperation.Were the U.S. to allow Israel to host or even operate the B-2 Spirit stealth bomber, it would mark the partial transfer of a strategic capability never before shared—not even with NATO’s closest allies.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/07/northrop_grumman_b_2.jpeg" alt="Northrop Grumman B-2"></figure>The political momentum behind the Bunker Buster Act is far from neutral. According to data published by IsraelPalestineNews.org, between January 2023 and March 2024, AIPAC (American Israel Public Affairs Committee) contributed over $585,000 to Congressman Josh Gottheimer, the bill’s lead sponsor, and $107,000 to his colleague Mike Lawler, a co-sponsor. While both lawmakers have framed the bill as a matter of national security, the scale of AIPAC’s financial support fuels ongoing debate over the lobby’s influence in shaping sensitive areas of U.S. foreign policy.As a political and doctrinal precedent, the Bunker Buster Act has no parallel. Whether it will evolve into a real-world military framework remains to be seen, dependent on a complex mix of operational, diplomatic, and intelligence variables.But in the world’s most volatile region—where underground threats are not just geological, but geopolitical—the very design of this legislative architecture already functions as a strong warning.

The Bunker Buster Act: Will the U.S. deliver B-2 bombers to Israel?

The Bunker Buster Act proposes Israel operate B-2 bombers and MOPs to counter a potential Iranian nuclear threat

Aerolíneas Argentinas reported a positive economic result of ARS 169.012 billion (~USD 137.4 million) in the first quarter of 2025, including both operational and financial results, according to official data released by the Secretariat of Finance. The company stated in a press release that this marks its best economic performance since the airline's re-nationalization in 2008.Citing data from the Integrated Financial Information System for State-Owned Companies (SIFEP), Aerolíneas Argentinas achieved a 22.78% margin between its final economic result and operating revenues, the highest ratio in the past 20 years. The company highlights that this level of financial efficiency places it on par with the revenue benchmarks of other regional airlines.In addition, the airline ranked as the second-best performing state-owned enterprise during the period, with a difference of less than one million pesos compared to the top performer.In 2024, Aerolíneas Argentinas closed the year with a surplus of USD 20.4 million, its first since re-nationalization. After subsequent accounting adjustments, that figure rose to USD 56.6 million, due to operating revenues exceeding operational costs for the first time.By mid-2025, the company had not requested any transfers from the National Government, and according to information provided to the Ministry of Economy, it will not require public funds to operate.According to the company, these results stem from a cost-cutting policy that included a staff reduction of over 16%, bringing the workforce to its lowest level in 15 years. The company also reached the lowest average number of employees per aircraft in its history.In that process, over 1,600 employees left the company, and 85 management positions were eliminated, including 8 directorates, 20 management roles, and 57 additional positions. As part of the restructuring, negotiations with unions in late 2024 aimed to increase productivity for both the fleet and operational staff, including ground and flight personnel.The company attributes the results to a strategy "based on operational efficiency, route optimization, cost reduction, and a sustained recovery in demand, especially across the international network".

Aerolíneas Argentinas posts record USD 137M profit in Q1 2025

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 Airline Pilots Association (APLA), which represents pilots at Aerolíneas Argentinas, has issued a statement warning of what it describes as an “extremely concerning” operational situation at the state-owned carrier.“Currently, 18 aircraft are out of service—some due to delays in maintenance and others grounded because of a lack of available slots for mandatory checks,” APLA said in the communiqué.The union characterized the situation as “deeply alarming,” accusing management of orchestrating a planned operational paralysis that “benefits competing airlines” by deliberately deprioritizing the full operation of the company. APLA also claimed that Aerolíneas Argentinas is postponing maintenance checks on its own aircraft in order to service planes operated by low-cost rival Flybondi, all while continuing to pay leasing fees on grounded aircraft.Pilots also pointed out that Aerolíneas has lost market share on several major domestic routes. According to May 2025 data from Argentina’s ANAC, the airline recorded:<ul><li>46% share on Aeroparque–Córdoba (down from 50% in 2024)</li><li>49% on Aeroparque–Bariloche (vs. 50%)</li><li>43% on Aeroparque–Iguazú (vs. 49%)</li><li>55% on Aeroparque–Salta (vs. 59%)</li></ul><figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/airbus_a330_200_lv_fvh_de_aerolineas_argentinas_en_ezeiza.jpg" alt="Airbus A330-200 LV-FVH de Aerolíneas Argentinas en Ezeiza"></figure>While Aerolíneas’ share has dropped, overall traffic has grown significantly, with passenger volumes increasing between 37% and 65% year-over-year on these routes.In May, the airline's domestic market share dropped by 2 points to 59%, though its passenger numbers rose 17%. However, from January through May, Aerolíneas saw a 2% decline in total passengers, while the overall market grew 11%, resulting in a 7-point loss in market share—largely due to the rapid growth of jetSMART, which doubled its passenger count year-over-year.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/datos_del_mercado_de_cabotaje_argentino_mayo_2025_fuente_anac.jpg" alt="Datos del mercado de cabotaje argentino - Mayo 2025 (Fuente: ANAC)"><figcaption>Datos del mercado de cabotaje argentino - Mayo 2025 (Fuente: ANAC)</figcaption></figure>“Who is responsible for these decisions? Who benefits from a weakened Aerolíneas?” the union questioned. “As pilots, we will not normalize the progressive dismantling of this company. We demand an urgent review of these harmful decisions, which weaken operations, damage national connectivity, and promote unfair competition—all enabled from within the company itself,” APLA concluded.<h3>Management Response: "Disoriented Leadership"</h3>Aerolíneas Argentinas responded, accusing APLA leadership of being “disoriented in their demands.”They emphasized that the airline flew more during the low season months of April, May, and June 2025 than in the same period in 2024. Cirium data confirms a 4.6% increase in flight volume and a 4.3% increase in seat capacity over that time.Management dismissed APLA’s claims about maintenance delays as “false and misleading,” stating that 85–90% of the fleet will be in operation during the high-demand winter season, aligning with industry standards.“The union leaders were used to flying loss-making routes with depressed fares and low load factors. That era is over. The company’s future direction is clear: we must ensure Aerolíneas' viability,” they concluded.

Tensions Rise Between Pilots and Aerolíneas Argentinas: “Concern” vs. “Disorientation”

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

At 2:22 p.m. on Monday, June 30, the first seasonal flight by Aerolíneas Argentinas from São Paulo/Guarulhos landed at Bariloche Airport, marking the start of the airline’s winter operations on one of the Southern Cone’s most competitive tourist corridors.The inaugural flight was operated with a Boeing 737 MAX 8 (LV-GVD), departing São Paulo at 10:01 a.m. The return leg departed Bariloche at 2:41 p.m., operated by a different 737 MAX 8 (LV-KEI), with an estimated arrival in Guarulhos at 6:40 p.m.Aerolíneas Argentinas will operate daily flights between Bariloche and São Paulo through the end of August, aiming to attract Brazilian travelers seeking Argentina’s winter snow destinations.The airline joins a competitive market that includes:<ul><li>LATAM, offering daily service with Airbus A321 aircraft</li><li>GOL, flying three times per week with Boeing 737 MAX 8</li><li>Azul, operating five weekly flights with Airbus A320, plus service from Belo Horizonte (twice weekly) and Porto Alegre (once weekly)</li></ul>Bariloche’s international offering also includes:<ul><li>SKY, with four weekly flights from Santiago on Airbus A320neo</li><li>Aerolíneas Argentinas, offering one weekly flight from Montevideo</li></ul>This seasonal push highlights the strategic importance of Bariloche as a winter gateway, especially for the growing segment of Brazilian snow tourism.

Aerolíneas Argentinas Launches Seasonal Flights Between São Paulo and Bariloche, Targeting Brazilian Winter Tourism

The government of Santa Catarina, in southern Brazil, is evaluating the use of Chinese-made aircraft to enhance regional air connectivity.The initiative was discussed during an official visit by Governor Jorginho Mello to China, where the state delegation toured the headquarters of Harbin Aircraft Industry Group, a subsidiary of the state-owned AVIC and one of China's largest aircraft manufacturers. The aircraft under review has a 19-passenger capacity and can be converted into a cargo plane in just 30 minutes.According to Beto Martins, Secretary of Ports, Airports and Railways (SPAF), two private-sector regional aviation projects have already been submitted to the state government. One of them involves the Chinese aircraft and focuses on short-haul routes. The proposal is currently undergoing technical analysis by SPAF. “We are now moving into deeper discussions on the feasibility of each proposal,” Martins said. He was part of the official delegation in China, as reported by AEROIN, our media partner in Brazil.Although the government did not specify the exact model, indications point to the Y-12F, a versatile turboprop aircraft seating 19 passengers and known for its ability to convert quickly into a freighter. The Y-12F is not yet certified by Brazil’s National Civil Aviation Agency (ANAC) but is already in operation in several countries, especially in remote or hard-to-reach areas.The Harbin visit marked the first stop of the Santa Catarina delegation’s Asia mission. In the coming months, representatives from the Chinese manufacturer are expected to visit Brazil to advance negotiations. The initiative is part of the state’s broader strategy to enhance multimodal logistics, with a focus on regional air transport and rail infrastructure.To move the project forward, Governor Mello has ordered the formation of a Regional Aviation Working Group composed of representatives from SPAF, the State Departments of Finance and Planning, InvestSC, and the State Attorney General’s Office. This team will develop an action plan to structure regional aviation in Santa Catarina, connecting several of the state’s 24 airports to a central hub in Florianópolis.According to Cirium data obtained by Aviacionline, only five airports in Santa Catarina currently receive regular commercial flights: Florianópolis (FLN), Jaguaruna (JJG), Chapecó (XAP), Navegantes (NVT), and Joinville (JOI).The project aims to introduce new modes of air transportation tailored to the logistical needs of municipalities with limited connectivity. The use of small, low-cost, and operationally flexible aircraft is considered strategic to link remote areas with the state capital and regional economic hubs.

Santa Catarina Considers Chinese Aircraft to Expand Regional Air Connectivity in Southern Brazil

Eve Air Mobility has signed a letter of intent with Aerosolutions and Bluenest by Globalvia to advance the development of an advanced air mobility (AAM) ecosystem in Costa Rica. The agreement includes the potential sale of up to 50 electric vertical take-off and landing (eVTOL) aircraft, along with access to Eve’s TechCare portfolio—a suite of integrated services designed to optimize operations, maintenance, and customer support.The collaboration will initially focus on the Pacific region, particularly Guanacaste, a key destination for international tourism. The planned routes will connect airports with resorts and eco-tourism sites, covering distances of 20 to 50 kilometers. Costa Rica welcomes more than three million international visitors annually, yet road traffic often causes significant delays.“We’re excited to see how our eVTOL can transform mobility in regions like Guanacaste, reducing congestion and enhancing Costa Rica’s leadership in ecotourism,” said Johann Bordais, CEO of Eve Air Mobility.The agreement enables Aerosolutions, the company behind Aeros Electric Airlines, to integrate Eve’s aircraft and use its TechCare services. “This partnership allows us to offer faster, more efficient, and sustainable travel options, especially in areas with limited or congested road infrastructure,” added Megha Bhatia, Chief Commercial Officer at Eve.Bluenest, the advanced air mobility unit of Globalvia, will provide the necessary infrastructure for safe and sustainable operations. The company, which manages Route 27 – Autopista del Sol, aims to create intermodal connections between air and ground transport.“This is a key step in Costa Rica’s commitment to sustainable tourism,” said Antonio Mota, CEO of Aerosolutions, who noted that the company will lead the deployment of eVTOL operations in areas like Guanacaste.The project also includes joint workshops to address vertiport development, airspace integration, pilot training, and operational certification.José Ignacio Rodríguez of Bluenest emphasized that “our work in Costa Rica supports integration with Eve’s UATM (Vector) air traffic management software, recently showcased at Airspace World in Lisbon.”Eve’s eVTOL aircraft features a lift+cruise configuration, with eight rotors for vertical flight and fixed wings for cruise, using no moving parts in flight. The electric propulsion system includes redundant motors for enhanced safety. The aircraft is currently in the testing phase, focused on validating its performance and safety.

Eve Air Mobility Signs Agreement to Develop Advanced Air Mobility Ecosystem in Costa Rica

On June 26, Air Canada inaugurated direct flights between Montreal and Edinburgh, operating three times per week and marking the only nonstop air link between Quebec and Scotland. With this addition, four Canadian cities are now directly connected to the Scottish capital.This new service complements Air Canada’s daily Toronto–Edinburgh route, operated with Boeing 787 Dreamliners. During peak travel periods, the airline will offer over 5,100 weekly seats between Canada and Scotland.The Montreal–Edinburgh route is flown with Boeing 737 MAX 8 aircraft, configured with 169 seats across two classes. The seasonal route will be available until September 7, targeting both leisure and business travelers. The daily Toronto service will run through October 25.Gordon Dewar, CEO of Edinburgh Airport, welcomed the new route, stating: “We are delighted to welcome guests from Montreal to Scotland’s capital, offering them the opportunity to experience everything our fantastic city has to offer.”Mark Galardo, Executive Vice President, Chief Commercial Officer, and President of Cargo at Air Canada, added: “This new connection between Canada and Scotland reinforces our commitment to the UK market. Our Montreal–Edinburgh flights are designed to provide a smooth, comfortable experience, seamlessly connecting North American customers to Edinburgh via our Montreal hub.”The launch is part of Air Canada’s broader transatlantic expansion, which includes new routes from Toronto to Prague, Montreal to Porto and Naples, and the resumption of service between Ottawa and London Heathrow.From Montreal, Air Canada’s European network now includes flights to Amsterdam, Athens, Barcelona, Brussels, Paris-CDG, Copenhagen, Dublin, Rome-Fiumicino, Frankfurt, Geneva, Reykjavik, London-Heathrow, Lisbon, Lyon, Madrid, Milan-Malpensa, Nice, Toulouse, and Venice.

Air Canada Launches Montreal–Edinburgh Route, Strengthening Ties Between Quebec and Scotland

Girona-Costa Brava Airport is heading into the 2025 peak travel season with a nearly 10% increase in flight and seat offerings compared to the previous year. According to a statement released today by Aena, a total of 12,085 commercial flights and 2,068,784 seats have been scheduled, reinforcing the airport’s status as a key gateway in northeastern Spain.The airport’s route network now connects 49 cities across 17 countries, with notable concentration in the UK, Germany, Belgium, and Poland—markets that account for around 50% of total seat capacity, according to Aena. New destinations this summer include Sarajevo, Lublin, Ostrava, Budapest, and London Luton, expanding connectivity with European capitals and strengthening Girona’s role as a gateway to the Costa Brava, the Girona Pyrenees, and southern France.In 2024, Girona-Costa Brava Airport surpassed 2 million passengers and handled over 24,000 operations, reflecting annual increases of 25.9% and 19.4%, respectively. The upward trend continues in 2025, with passenger numbers rising 19.2% and operations 33.5% year-over-year through May.Data from Cirium, compiled by Aviacionline, shows that Ryanair will account for 80% of seat capacity at Girona in July, followed by Transavia (9.5%) and Jet2 (7.6%). Remaining capacity is shared among Wizz Air, Air Arabia Maroc, and TUIfly Belgium.Aena highlights its ongoing infrastructure investment plan, which included €45.9 million between 2017 and 2021, with an additional €47.9 million earmarked through 2026. Improvements include upgrades to arrival areas, security, passport control, restrooms, and commercial and dining spaces. Airfield enhancements have also been made, notably to the runway and Instrument Landing System (ILS).By 2026, plans call for a revamp of check-in counters, adaptation of gates for Airbus A321, a new bird control station, and improved pedestrian pathways between the terminal and parking areas.<figure class="image image_resized" style="width:100%;"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/red_de_destinos_del_aeropuerto_de_girona_costa_brava_julio_2025_cirium_schedule_mapper.jpg" alt="Red de destinos del Aeropuerto de Girona-Costa Brava, julio 2025 (Cirium Schedule Mapper)"><figcaption>Route Network of Girona-Costa Brava Airport, July 2025 (Cirium Schedule Mapper)</figcaption></figure>Beyond commercial operations, the airport also supports business aviation, pilot training, emergency services, and National Transplant Organization (ONT) flights. A new executive aviation terminal (FBO) is in development, alongside a strategy to promote real estate growth for hangar development.Cargo traffic has also surged, following the incorporation of a specialized logistics agent. Between 2019 and 2024, cargo movements grew by 224.9%, marking a significant upturn in the airport’s freight activity.

Girona-Costa Brava Airport Boosts Summer 2025 Capacity with Nearly 10% Growth in Flights and Seats

Argentina’s Undersecretariat of Air Transport has granted Aerovías del Continente Americano S.A.—the legal name of Colombian carrier Avianca—authorization to operate scheduled international passenger and cargo flights between Bogotá and Córdoba, as outlined in Provision 20/2025, published Monday in the Boletín Oficial.According to the official document, the airline is allowed to offer round-trip services with fourth freedom rights, enabling the transport of passengers and cargo between Colombia and Argentina without intermediate or domestic traffic rights.The decision aligns with the new bilateral Memorandum of Understanding signed on April 30 by aviation authorities from both countries, which governs commercial air relations between Argentina and Colombia. The provision confirms that Avianca has been formally designated by its national aviation authority and has complied with all legal and administrative requirements under current Argentine regulations.This move allows Avianca’s parent company to formally take over operations previously authorized for Avianca Ecuador, which had received approval in January to serve Córdoba before the memorandum was signed. Avianca Ecuador launched the route on June 16, technically operating it from Guayaquil via Bogotá to Córdoba.Avianca Ecuador had also been authorized to operate flights to Mendoza and Rosario. In a recent interview with Aviacionline, Avianca CEO Frederico Pedreira confirmed that Mendoza is expected to launch before Rosario.The administrative resolution, signed by Undersecretary of Air Transport Hernán Adrián Gómez, instructs Argentina’s National Civil Aviation Administration (ANAC) to notify and oversee the implementation of this authorization.

Argentina Authorizes Avianca to Operate Bogotá–Córdoba Route Under New Bilateral Agreement

The 12th International Aeronautics and Space Fair in Colombia (F‑AIR) will take place July 9–13, 2025, organized by the Colombian Aerospace Force with support from the Civil Aviation Authority and regional authorities.The event—featuring delegations from approximately 15 countries—aims to showcase cutting-edge technologies for both civil and military aviation.One of the main highlights will be the integration of unmanned aerial vehicles, including a drone show planned as part of the program. Recent editions have strengthened this emphasis, solidifying the event’s role as a tech showcase for the aerospace sector.Logistics and security pose significant challenges for the organizers, with up to 25,000 visitors per day expected. This requires adjustments to airport operations and coordinated planning among public and private entities. The security protocols include multiple protection levels and involve various security forces.In an interview with Aviacionline, Col. Andrés Felipe Vargas, Director of F‑AIR Colombia, and Col. Juan José López Duque, Director of Operations, provided additional insights:Aviacionline: What is the most complex logistical challenge of organizing an event like this?Col. López: “F‑AIR entails challenges from every angle. First is maintaining the event’s high profile in aviation. Making it attractive and sustaining that position requires long-term planning. Space allocation involves selling, requesting, and reserving exhibition areas within an active commercial airport, adjacent to a military base. Coordination for demonstrations and exhibitors begins almost immediately after the previous fair ends. We manage schedules, logistics, overarching planning, and event security. With an anticipated daily turnout of 25,000 people, mobility management is also vital.”The Civil Aviation Authority notes that the fair serves to strengthen aviation in Colombia amid increasing air traffic and sector expectations. Alongside exhibitions, forums will explore investment opportunities in Maintenance, Repair &amp; Overhaul (MRO), attracting companies to set up in Colombia.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/coronel_lopez.jpg" alt="Coronel López"><figcaption>Colonel Juan José López Duque, Director of Operations for F-AIR COLOMBIA</figcaption></figure>Aviacionline: Col. Vargas, as Aerocivil’s first director leading the fair, what unique challenges have you encountered?Col. Vargas: “Despite this being the 12th edition, organizing it remains highly demanding. The airport’s activity has grown significantly since the first edition, making interruptions caused by the fair more complicated. Moreover, attendees now expect continuous improvements in their experience, adding complexity. These challenges also represent opportunities—we recognize the fair’s regional importance.”Aviacionline: What are the projections for F‑AIR COLOMBIA 2025 regarding foreign direct investment and strengthening of MRO capabilities? What new incentives or business models are expected?Col. Vargas: “Colombia has become a focal point for investors in engine overhaul and structural maintenance. MRO is a core part of our academic agenda, covering four strategic areas: space (led by the Aerospace Force), unmanned aviation, MRO, and another key focus supported by Aerocivil. Major companies are already preparing investments—MRO Holdings, for example, has made a significant commitment and is expected to announce it officially during the fair. Airlines like LATAM and Avianca have been invited to participate, and the academic agenda will focus on innovation, operational safety, and market expansion in Latin America.”Aviacionline: What specific security measures have been implemented for F‑AIR COLOMBIA 2025, for attendees and both air and ground displays?Col. López: “We have developed comprehensive operational safety plans to ensure all exhibitions run smoothly. Real‑world low‑altitude maneuvers require precise integration. Our risk management plan includes multiple entities ready to respond preventively in all scenarios. A third security ring ensures layered protection, involving the Public Force, Police, Army, and Aerospace Force, to safeguard both physical and operational security. In just thirteen days, we’re excited to light up the skies over Antioquia with aerial displays and welcome aviation enthusiasts. Among the surprises: Colombia’s first 500‑drone show, participation from the Brazilian Air Force with two Gripen jets, and more. We can’t wait to make this the best fair yet—and we look forward to seeing you there!”<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/coronel_vargas.jpeg" alt="Coronel Vargas"><figcaption>Coronel Andrés Felipe Vargas, Director de F-AIR COLOMBIA&nbsp;</figcaption></figure>

F-AIR COLOMBIA: 25,000 Daily Visitors Expected at the 12th International Aeronautics Fair

In a press conference, EVA Air CEO Sun Jiaming unveiled the airline’s expansion strategy, which includes launching new destinations and increasing frequencies on existing routes, according to local media outlet ETtoday.South Korea has emerged as a top destination for Taiwanese travelers, with 384,516 visits recorded between January and March, making it the third most popular international destination, according to Taiwan’s Tourism and Communications Administration.In response to rising demand, EVA Air has applied for approval to launch a new Taipei–Busan route, with daily flights operated by Airbus A321 aircraft starting in late October.The airline currently operates 87 weekly flights to the United States. On October 3, 2025, it will inaugurate a new route to Dallas/Fort Worth, initially offering three flights per week, with plans to increase to daily service by year’s end. With this addition, EVA Air will operate 94 weekly flights to the U.S., aiming to surpass 100 weekly frequencies by 2026.Beyond its North American expansion, Sun Jiaming also revealed that the airline is preparing to enter new destinations in Northern Europe and Spain. Additionally, a potential extension of the bilateral agreement between Taiwan and Italy could pave the way for a daily Taipei–Milan service, contingent on the availability of new aircraft.

EVA Air Announces Expansion Plans, Eyes New Routes to Europe, U.S., and South Korea

An American pilot was detained Saturday at Teniente Marsh airfield in Antarctica after landing without proper authorization, following an unreported change to his flight plan submitted prior to departure from Punta Arenas. Chile’s Directorate General of Civil Aviation (DGAC) confirmed that the route deviation was not communicated to air traffic control services, prompting a search and safety operation.The young pilot, identified as 19-year-old Ethan Guo, is flying solo aboard a Cessna 182 registered N182WT, aiming to visit all seven continents while raising funds to fight childhood cancer. His campaign, promoted through social media and his personal website, seeks to collect one million dollars for the U.S.-based St. Jude Children’s Research Hospital.<div class="raw-html-embed"><blockquote class="twitter-tweet" data-media-max-width="560"><a href="https://twitter.com/hashtag/Urgente?src=hash&amp;ref_src=twsrc%5Etfw">#Urgente</a> Chile hace respetar su soberanía Antártica 🇨🇱🇦🇶 🐧 Avión extranjero despega desde Punta Arenas, modifica su plan de vuelo y se desvía sin avisar al Aeropuerto Teniente Marsh: TRIPULACION DETENIDA! 👨🏻‍⚖️ ✈️<a href="https://t.co/qoUtBxgS8p">https://t.co/qoUtBxgS8p</a><a href="https://twitter.com/hashtag/puq?src=hash&amp;ref_src=twsrc%5Etfw">#puq</a> <a href="https://t.co/I1fKwtPF9y">pic.twitter.com/I1fKwtPF9y</a>— 𝗖é𝘀𝗮𝗿 𝗤𝘂𝗲𝘇𝗮𝗱𝗮 𝗥. (@cesar_quezada) <a href="https://twitter.com/cesar_quezada/status/1939063119055118612?ref_src=twsrc%5Etfw">June 28, 2025</a></blockquote> <script async="" src="https://platform.twitter.com/widgets.js" charset="utf-8"></script></div>According to Emol, the DGAC stated that the unreported diversion violated aviation regulations and Antarctic protocols, as operating in polar territory requires special authorization due to the region’s logistical, environmental, and diplomatic constraints.“This type of maneuver, carried out without coordination with authorities, jeopardizes operational safety and requires the use of public resources for monitoring and response,” the agency noted. It has filed a complaint with the Public Prosecutor’s Office for potential violations of the Aeronautical Code and existing Antarctic regulations.<div class="raw-html-embed"><blockquote class="twitter-tweet">📍 | Adjuntamos Comunicado <a href="https://twitter.com/DGACChile?ref_src=twsrc%5Etfw">@DGACChile</a> por transgresión de itinerario de aeronave en <a href="https://twitter.com/hashtag/PuntaArenas?src=hash&amp;ref_src=twsrc%5Etfw">#PuntaArenas</a>. <a href="https://t.co/cVIA55mVd2">pic.twitter.com/cVIA55mVd2</a>— DGAC Chile (@DGACChile) <a href="https://twitter.com/DGACChile/status/1939029996892233805?ref_src=twsrc%5Etfw">June 28, 2025</a></blockquote> <script async="" src="https://platform.twitter.com/widgets.js" charset="utf-8"></script></div>Ethan Guo remains in custody while authorities determine any legal responsibilities. On his <a href="https://www.instagram.com/ethanguo.rtw/?hl=es">Instagram account</a>, where he shares updates with over 1.2 million followers, the young pilot says his passion for aviation began at the age of 13.The incident highlights the regulatory challenges posed by long-distance solo flights—even when driven by humanitarian aims—within an international framework where strict compliance is essential for safety and adherence to multilateral agreements.

English

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

Aerolíneas Argentinas Launches Seasonal Flights Between São Paulo and Bariloche, Targeting Brazilian Winter Tourism

Santa Catarina Considers Chinese Aircraft to Expand Regional Air Connectivity in Southern Brazil

Eve Air Mobility Signs Agreement to Develop Advanced Air Mobility Ecosystem in Costa Rica

Air Canada Launches Montreal–Edinburgh Route, Strengthening Ties Between Quebec and Scotland

Girona-Costa Brava Airport Boosts Summer 2025 Capacity with Nearly 10% Growth in Flights and Seats

Argentina Authorizes Avianca to Operate Bogotá–Córdoba Route Under New Bilateral Agreement

F-AIR COLOMBIA: 25,000 Daily Visitors Expected at the 12th International Aeronautics Fair

EVA Air Announces Expansion Plans, Eyes New Routes to Europe, U.S., and South Korea

Pilot Alters Flight Path in Chile and Lands in Antarctica Without Authorization

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