Thai AirAsia Plans Increased Operations at Suvarnabhumi, Cautious on China Market

Air Mauritius Advances Regional Fleet with ATR72-600 Aircraft Air Mauritius has embarked on a strategic upgrade of its regional fleet by replacing its aging ATR72-500 turboprops with the more advanced ATR72-600 models. This transition marks a significant development in the airline’s efforts to enhance its regional operations. The airline is set to receive an additional ATR72-600 aircraft this week, followed by a second by the end of September, underscoring its commitment to modernizing its fleet. Fleet Transition and Aircraft Details Currently, Air Mauritius operates one company-owned ATR72-600, registered as 3B-NCP (msn 1098), which is 12 years old. The incoming ATR72-600, registered as 3B-NCU (msn 1316), will be ferried from Toulouse Francazal to Mauritius with scheduled stops in Luxor, Nairobi, and Nosy-Be. This aircraft, leased from DAE Capital and previously operated by Estonia’s Xfly under the registration ES-ATK, is approximately 9.4 years old. A third leased ATR72-600 is expected by the end of September, which will replace another ATR72-500, bringing the airline’s ATR72 fleet to one ATR72-500 and three ATR72-600s. At present, Air Mauritius operates two ATR72-500s: the 23.2-year-old company-owned 3B-NBG (msn 690) and the 14.8-year-old 3B-NBN (msn 921), leased from DAE Capital. The phased replacement of these older models with newer aircraft is anticipated to improve operational capabilities and passenger experience. Enhanced Capabilities and Operational Considerations The ATR72-600s introduced to the fleet are certified for Extended Twin Engine Operations Performance Standards (ETOPS) and have been customized to meet Air Mauritius’s specific requirements. Modifications include flexible cargo handling and specialized transport features, such as the capacity to carry stretchers and medical evacuation equipment. These enhancements are particularly relevant for routes to Rodrigues Island, where the aircraft will initially be deployed, before expanding service to St. Denis de la Réunion. While the new aircraft promise improved passenger comfort and operational efficiency, industry analysts caution that the transition may present initial challenges. Differences in fuel efficiency and maintenance demands between the ATR72-500 and ATR72-600 models could lead to higher operational costs in the short term. The market’s reception will likely hinge on the tangible benefits of the upgraded fleet, including enhanced reliability and onboard amenities. As Air Mauritius modernizes its regional fleet, competitors in the Indian Ocean region may respond by adjusting their own fleet strategies or marketing approaches to emphasize their technological and efficiency advantages. This fleet renewal positions Air Mauritius to better address evolving passenger expectations and operational requirements in a competitive market.

Investigation Underway After Dreamliner Diverts Over China A LOT Polish Airlines Boeing 787-9 Dreamliner was compelled to divert to Urumqi, China, on Friday, August 15, following a reported engine issue during its flight from Tokyo Narita to Warsaw. The aircraft, registered SP-LSA and operating as flight LO-80, was cruising at an altitude of 11,000 meters over western China when the crew detected a technical problem with one of its Rolls-Royce Trent 1000 engines. In response, the pilots initiated a descent and diverted to Ürümqi Tianshan International Airport (URC), where the jet landed safely on runway 26R approximately an hour and a half later. Passengers were subsequently rebooked on alternative flights to continue their journeys. The precise nature of the engine fault has not been disclosed, and LOT Polish Airlines has refrained from providing further details. The aircraft remains grounded in Urumqi as investigations proceed. This incident has reignited scrutiny of the Rolls-Royce Trent 1000 engines, which have a documented history of reliability challenges. Designed specifically for the Dreamliner program, the Trent 1000 engine has accumulated over 20 million flight hours but has been plagued by persistent technical issues. Notably, fatigue cracking in turbine blades led to extensive inspections and temporary groundings in 2016, while regulatory restrictions on ETOPS (Extended-range Twin-engine Operational Performance Standards) clearance for certain variants were imposed in 2018. Broader Implications for Airlines and Manufacturers These ongoing reliability concerns have disrupted airline operations globally. Major carriers including Virgin Atlantic, British Airways, Air New Zealand, All Nippon Airways, Gulf Air, and Norwegian Air have all faced operational challenges linked to the Trent 1000. Some have been forced to adjust schedules or temporarily ground portions of their Dreamliner fleets while awaiting repairs or modifications. The latest incident presents renewed challenges for Boeing, which must address heightened safety concerns surrounding the Dreamliner. Regulatory authorities are expected to intensify scrutiny as they investigate the cause of the diversion. Maintaining customer confidence will be crucial for both Boeing and its airline partners, particularly as market reactions could be swift and adverse. Investor sentiment may be negatively affected if the event raises broader doubts about the 787’s safety, potentially impacting Boeing’s stock performance. Meanwhile, competitors may leverage the situation to emphasize the safety records of their own aircraft, and some airlines might consider precautionary groundings of Dreamliner fleets pending further findings. Rolls-Royce continues efforts to enhance the Trent 1000’s durability, most recently introducing a Durability Enhancement package featuring redesigned turbine blades. Nevertheless, the recurrence of engine-related incidents highlights the ongoing operational and reputational risks faced by both the engine manufacturer and Boeing. As the investigation unfolds, the aviation industry will be closely monitoring updates regarding the cause of the incident and any potential ramifications for the global Dreamliner fleet.

Howmet Aerospace’s Integral Role in Global Aviation Howmet Aerospace Inc. (NYSE: HWM) plays a pivotal yet often understated role in the global aviation industry. The company manufactures highly engineered components that are essential to nearly every modern aircraft, with its products installed in engines, wings, and fuselages. This critical involvement has established Howmet as a key supplier to both commercial and defense aviation sectors worldwide, underscoring its importance in the aerospace supply chain. Financial Performance and Market Position The company’s recent financial results highlight its strong market position amid a competitive and often volatile industry. In the second quarter of 2025, Howmet reported a net income of $407 million, or $1.00 per share, marking a substantial increase from $266 million, or $0.65 per share, in the same period the previous year. The adjusted operating income margin, excluding special items, rose to 25.3%, an improvement of 330 basis points year over year. These figures demonstrate Howmet’s capacity to enhance profitability and maintain operational efficiency despite ongoing challenges within the broader aerospace sector. Howmet’s robust performance is particularly significant given the intense competition within the aerospace supply chain. Numerous suppliers compete for contracts from major aircraft manufacturers, and the sector remains highly sensitive to fluctuations in global aviation demand, which can be affected by economic cycles, geopolitical developments, and technological advancements. Nevertheless, Howmet’s financial results suggest the company is well-equipped to manage market volatility and seize emerging growth opportunities. Strategic Strengths and Future Outlook Industry analysts attribute Howmet’s resilience to several key factors, including its portfolio of long-term contracts, high barriers to entry in its market segments, and a strong reputation for quality and reliability. The company’s emphasis on innovation and capital efficiency has allowed it to sustain healthy margins and deliver consistent returns. As the aviation industry continues its recovery and transformation, Howmet’s strategic positioning and financial robustness may provide a distinct competitive advantage. Looking forward, Howmet Aerospace’s ability to adapt to evolving market conditions will be critical. While competition and shifts in global demand remain potential challenges, the company’s recent performance reflects a solid foundation for continued growth. Investors and industry observers will be closely monitoring how Howmet leverages its core strengths to maintain and potentially expand its leadership role in the global aerospace market.

Why No U.S. Airlines Operate the Airbus A380 Despite hosting some of the world’s largest airlines, no U.S.-based carrier has ever operated the Airbus A380, the world’s largest passenger aircraft. This contrasts sharply with the historic embrace of the Boeing 747 by Pan Am in 1970, which helped define the era of the jumbo jet. Even United Airlines, which maintains the second-largest widebody fleet globally after Emirates, never placed an order for the A380. In fact, no airline in the entire Western Hemisphere—including those in Canada, Mexico, Central America, or South America—has chosen to operate the Superjumbo. The question remains: why did the A380 fail to gain traction in the U.S. market? Market Focus and Fleet Strategy The U.S. aviation industry is predominantly shaped by carriers with a strong domestic orientation. Among the approximately 14 major U.S. airlines, most focus on short- and medium-haul routes within the continental United States and to nearby leisure destinations such as the Caribbean. For instance, Southwest Airlines, the fourth-largest U.S. carrier by fleet size, operates exclusively narrowbody Boeing 737 aircraft and does not serve Canada due to system limitations. Alaska Airlines follows a similar operational model, while low-cost carriers like Allegiant, Spirit, and Frontier rely almost entirely on Airbus A320 family jets. JetBlue and Breeze Airways also operate smaller, single-aisle aircraft. Only three U.S. airlines—American, Delta, and United—possess the international reach and widebody fleets that could theoretically support an aircraft like the A380. However, even their long-haul operations are limited in scale compared to global giants such as Emirates or Qatar Airways. Hawaiian Airlines, which operates widebodies including the A330 and 787, maintains a niche network but has recently faced market challenges, exemplified by the suspension of its Boston route. Dispersed Hubs and Network Complexity Unlike Middle Eastern carriers that channel global traffic through centralized hubs, U.S. airlines operate from multiple, geographically dispersed hubs to serve the vast continental market. This decentralized network structure complicates efforts to consistently fill the A380’s 500-plus seats on any single route. The U.S. airline model prioritizes frequency and operational flexibility over sheer capacity, leading carriers to favor smaller widebodies such as the Boeing 777 and 787, which better align with their route structures and passenger demand. Regulatory and Safety Considerations Beyond market and operational factors, regulatory and safety issues have also influenced the absence of the A380 in U.S. fleets. Recent inflight incidents involving the aircraft prompted Airbus to investigate a slat bonding defect, raising safety concerns that may have deterred potential operators. Additionally, the regulatory environment in North America has become increasingly complex. The U.S. Department of Transportation has threatened to impose restrictions on Mexican airlines and reconsider the Aeromexico-Delta joint venture amid disputes over open skies agreements. These uncertainties add further risk for airlines contemplating significant fleet investments. Conclusion The absence of the Airbus A380 from U.S. airline fleets results from a confluence of factors: a predominantly domestic market focus, dispersed hub operations, evolving safety concerns, and a challenging regulatory landscape. Collectively, these elements have rendered the Superjumbo ill-suited to the unique demands of commercial aviation in the United States.

Iranian Technicians Achieve First Domestic Overhaul of BK 117 Helicopter Engine Iranian technicians have completed the first-ever full overhaul of the BK 117 helicopter engine within the country, marking a significant advancement for Iran’s aviation sector amid ongoing international sanctions. The accomplishment was announced by Hossein Pourfarzaneh, Iran’s civil aviation chief, who emphasized that this milestone reflects years of dedicated and complex work by local experts. Overcoming Sanctions Through Domestic Expertise The decision to pursue domestic overhaul capabilities arose after foreign manufacturers, located in countries enforcing sanctions, declined to cooperate and even confiscated engines sent abroad for maintenance. Pourfarzaneh underscored the strategic importance of developing local repair and manufacturing capacities, noting that engines constitute a major portion of an aircraft’s value and that such capabilities are vital to sustaining the national aviation economy. The BK 117, a medium-sized, twin-engine helicopter produced jointly by Kawasaki Heavy Industries and Airbus Helicopters, is widely utilized for emergency services. The overhaul was conducted by MAPNA, an Iranian engineering firm recognized for its work on advanced technological projects. Iranian technicians faced significant challenges, particularly in sourcing parts and technologies restricted by sanctions. These obstacles compelled engineers to devise innovative solutions and rely heavily on domestic manufacturing, demonstrating both technical resilience and Iran’s commitment to maintaining and expanding its aviation fleet despite external pressures. Broader Implications for Iran’s Aviation Sector This development occurs amid cautious market reactions, with some investors expressing concern that Iran’s increasing self-sufficiency in aviation maintenance could disrupt global supply chains further. Additionally, international regulators and competitors may respond with heightened scrutiny of Iranian aviation capabilities, potentially resulting in stricter regulations or expanded embargoes on Iranian aviation products. Despite these challenges, Iran has sustained its aviation operations and even extended maintenance services to foreign carriers. Notably, last year Russia’s largest airline, Aeroflot, reportedly sent a Western-made jet to Iran for repairs. Furthermore, in late 2024, Iranian authorities announced that domestic experts had mastered the technology to manufacture spare parts for Boeing and Airbus jet engines. As Iran continues to navigate the complexities imposed by international sanctions, the successful overhaul of the BK 117 engine highlights the technical proficiency of its engineers and underscores the broader economic and geopolitical ramifications for the region’s aviation industry.

Canada’s Flightpath Begins Operations with Dassault Aviation Introduction of the Falcon 7X to Flightpath’s Fleet Flightpath Charter Airways, based in Kitchener, Ontario, has officially commenced operations with Dassault Aviation by adding a Falcon 7X to its managed and charter fleet. The company announced this development via a LinkedIn post, expressing enthusiasm about the addition of the 15-year-old trijet, registered as C-GOFJ (msn 61), which is configured to accommodate up to 12 passengers. The Falcon 7X began operating under Flightpath’s ‘KNT’ code on July 20, with its inaugural flight connecting Calgary and Scottsdale. Previously, this particular Falcon 7X was operated exclusively by Sunwest Aviation, also based in Calgary, which flew the aircraft for the last time on June 30 under its ‘CNK’ code on a route from Vancouver International Airport to Calgary. Sunwest Aviation, having recently acquired Jet-Share Aviation, continues to maintain a diverse fleet that includes Learjet, Challenger, Citation, Gulfstream, DHC-8, King Air, Beech 1900D, and Piper aircraft for private operations. Fleet Composition and Market Position The integration of the Falcon 7X expands Flightpath’s fleet to a total of 19 aircraft. This diverse lineup includes models such as the Learjet 45XR, Learjet 60XR, Learjet 70 (currently parked at Montréal Trudeau), Learjet 75 Liberty, Challenger 650 (not available for charter), Global 6000, Global 7500, Citation Jet 3, Phenom 100, two Phenom 300s, two Phenom 300Es, Praetor 600, G150 (added in May but not available for commercial operations), G200, and two PC-12s. Within Canada, only three other operators hold CAR 703 and CAR 704 certifications to operate the Falcon 7X commercially: Execaire Aviation, which operates two Falcon 7X jets, Anderson Air, and Skyservice Business Aviation, each with one Falcon 7X. Additionally, four Falcon 7X jets are registered for private use, while a single Falcon 8X—the upgraded variant—is not available for charter. Competitive Landscape and Industry Dynamics Flightpath’s expansion occurs amid intensifying competition in the private aviation sector. Major competitors such as Flexjet, which recently secured $800 million in funding for growth, and KlasJet, which is expanding its operations into Asia, are reshaping the market. This competitive environment is driving increased demand for larger aircraft and bespoke luxury travel experiences, while also influencing potential changes in terminal infrastructure requirements. Other market players are responding with strategic initiatives, including Elevate Jet’s recent certification to operate VIP airliners and Falcon Luxe’s growth within the UAE charter fleet. Broader industry factors, such as ongoing labor negotiations at Air Canada, may also have indirect effects on the private aviation sector, potentially impacting staffing levels and operational flexibility. Future Developments and Strategic Outlook Looking ahead, Flightpath’s sister company, Flightpath Aviation USA, is poised to become the exclusive tenant of a new 30,000-square-foot hangar currently under construction at Boca Raton. This facility, part of the Atlantic Aviation FBO complex and scheduled for completion in October, will cater to U.S.-based clients, with South Florida identified as a key market for business aviation. As Flightpath consolidates its position with the addition of the Falcon 7X, the company navigates a rapidly evolving private aviation market marked by both emerging opportunities and significant challenges.

Powerhouse Engines Expands Leasing Portfolio with Acquisition of Two CFM56-5B Engines MIAMI, August 18, 2025 — Powerhouse Engines has announced the purchase of two CFM56-5B engines, a strategic move designed to broaden its leasing portfolio and strengthen its position as a leading global provider of aviation engine solutions. The CFM56-5B, widely recognized for powering the Airbus A320 family, continues to be highly valued for its reliability and operational efficiency. Strategic Expansion Amid Market Challenges This acquisition enhances Powerhouse Engines’ capacity to offer flexible leasing, trading, and maintenance, repair, and overhaul (MRO) services to airlines, lessors, and MRO providers worldwide. The newly acquired engines are slated for operating lease with a key customer, underscoring the company’s increasing involvement in the mid-generation engine market. The expansion occurs against a backdrop of intensifying competition and shifting market dynamics. Regional demand fluctuations and constrained engine supply are influencing acquisition strategies across the industry. Similar challenges have been reported by other players, such as APOC Aviation with its CFM56-5A engines. Competitors are actively expanding their portfolios: JetBlue has recently divested CF34 engines, BeauTech Power Systems has increased its CF34-10E6 lease pool, and AIP Capital is pursuing diversification of its engine assets. Meanwhile, Ryanair continues to invest in spare CFM56 and Leap-1B engines alongside shop upgrades, highlighting the growing urgency to secure critical aviation assets. As airlines and lessors contend with ongoing supply chain constraints, the demand for readily available, serviceable engines is rising. Leasing solutions are increasingly preferred to circumvent costly and time-intensive shop visits, particularly as global MRO demand peaks for performance restoration. The Airbus A320 CEO family continues to receive operational life extensions, further sustaining demand. Industry forecasts suggest that mid-generation engine maintenance and trading will remain robust well into the next decade. Commitment to Customer-Centric Solutions Eric Engdahl, CEO of Powerhouse Engines, emphasized the company’s dedication to meeting market needs: “The acquisition of these CFM56-5B engines reflects our commitment to providing customers with immediate access to high-quality assets and delivering the right solutions at the right time. By expanding our portfolio, we are better positioned to meet market demand, offering custom leasing solutions and MRO support in today’s dynamic aviation landscape.” This acquisition represents a new phase of growth for Powerhouse Engines, following a significant capital injection led by Inoa Capital. The company’s investment strategy focuses on expanding its engine leasing platform and MRO capabilities to deliver tailored solutions and added value amid a rapidly evolving market environment. About Powerhouse Engines Powerhouse Engines is an integrated platform specializing in the leasing, trading, and maintenance optimization of CFM56-5B and -7B commercial engines. Leveraging deep market access and in-house MRO capabilities, the company provides high-value asset performance and comprehensive solutions throughout the engine lifecycle. For further information, visit www.powerhouseengines.com.

Air Canada Flight Operations Disrupted by Cabin Crew Strike Air Canada has been forced to ground its mainline and Air Canada Rouge flights following a strike initiated by its cabin crew, represented by the Canadian Union of Public Employees (CUPE). The industrial action began on August 16, with flight attendants demanding wage increases that reflect their safety responsibilities and meet or exceed industry standards. Negotiations over pay have reached an impasse, resulting in a network-wide grounding that has persisted for three days. Despite an order from the Canada Industrial Relations Board (CIRB) declaring the strike unlawful and instructing CUPE leadership to call members back to work, the union has defied the directive. This refusal has extended the disruption, leading to the cancellation of hundreds of flights daily. The strike has affected approximately 130,000 passengers each day, with an estimated total of 500,000 impacted over the weekend. Financial Impact and Labour Relations In response to the ongoing strike and the resulting operational uncertainty, Air Canada has suspended its financial guidance for both the third quarter and the full year of 2025. The airline had previously reported a CAD418 million (USD302.7 million) operating profit for the first half of 2025, with a 7.4% operating margin. The suspension of guidance underscores the significant financial strain caused by the labour dispute. The collective bargaining agreement between Air Canada and CUPE expired on March 31, 2025. Following the strike’s onset, the CIRB mandated an extension of the agreement’s terms from April 1 until a new contract is negotiated. CUPE has criticized the government’s intervention, accusing it of siding with Air Canada to suppress the strike. Candace Rennick, CUPE’s national secretary-treasurer, condemned the government’s actions as a misuse of power, highlighting the predominantly female workforce’s struggle for fair wages and improved living conditions. The union has warned that failure to resolve the underlying issues will exacerbate tensions. While the strike has grounded Air Canada’s mainline and Rouge operations, regional flights operated by Air Canada Express through Air Canada Jazz and PAL Airlines have continued without interruption. Together, Air Canada and its subsidiaries operate a fleet of 256 aircraft. The airline has not provided a timeline for the full resumption of services but plans to gradually restore operations as cabin crew comply with the CIRB’s order to return to work.

Spirit Airlines Vice President of Network Planning John Kirby Retires After 40 Years Spirit Airlines has announced the retirement of John Kirby, its Vice President of Network Planning, concluding a remarkable career in aviation that spanned over four decades. Kirby will step down at the end of this month, leaving behind a legacy marked by strategic leadership, innovation, and a significant influence on the airline industry. A Career Defined by Strategic Vision John Kirby’s extensive career in aviation is distinguished by his visionary leadership and dedication to operational excellence. Over 40 years, he held senior positions at seven major U.S. airlines, including Alaska Airlines, Southwest Airlines, AirTran Airways, and Spirit Airlines. His expertise in network planning, fleet management, and schedule optimization contributed to streamlining operations and enhancing the passenger experience across the sector. Kirby was widely recognized for cultivating strong relationships with industry partners and stakeholders, earning a reputation as a forward-thinking leader. His strategic insights consistently positioned the airlines he served among the most competitive in the market. Steering Spirit Airlines’ Expansion Kirby joined Spirit Airlines in 2018 during a critical phase of growth for the carrier. Entrusted with leading network expansion, he played a central role in establishing Fort Lauderdale-Hollywood International Airport (FLL) as a key hub and bolstering Spirit’s presence both domestically and internationally. Under his leadership, Spirit expanded its fleet, increased its destination offerings, and improved operational efficiency, all while maintaining its commitment to affordable travel. Rana Ghosh, Senior Vice President and Chief Commercial Officer at Spirit Airlines, acknowledged Kirby’s impact, stating, “John is an incredible partner who has played a pivotal role in shaping Spirit’s network and has dedicated more than four decades to the industry. As we celebrate John’s retirement, we are also in the process of selecting his successor to ensure a seamless transition.” Challenges Ahead Amid Leadership Transition Kirby’s retirement comes at a challenging time for Spirit Airlines, which is currently grappling with significant financial difficulties. The airline has seen a 40% decline in its share price alongside ongoing liquidity concerns, raising questions about its long-term viability. Industry analysts caution that the departure of Kirby’s strategic leadership may complicate Spirit’s efforts to sustain its competitive network strategy. This leadership change could also trigger market responses, with competitors such as Frontier, JetBlue, and Southwest potentially adjusting fares, which may result in higher prices for consumers. As Spirit confronts its financial challenges, the airline’s future remains uncertain, with some observers speculating about possible restructuring or even the cessation of operations absent a substantial turnaround. A Lasting Impact on Spirit Airlines Beyond measurable growth, Kirby’s influence is reflected in Spirit’s collaborative culture and strategic partnerships. His legacy embodies innovation, resilience, and a steadfast commitment to making air travel accessible. As Spirit Airlines embarks on a new chapter, the company faces the dual task of honoring Kirby’s achievements while navigating a rapidly evolving and uncertain market environment.

Airbus A340 to Serve 13 US and Canada Routes in September Flights operated by quadjet aircraft such as the Airbus A340 are becoming increasingly uncommon, particularly on transatlantic routes. Data from Cirium Diio indicates that A340 flights to the United States and Canada in September will decline by 20 percent compared to the same month last year, nearly double the global reduction rate of 11 percent. During this period, only three carriers—Edelweiss, Lufthansa, and Tunisair (operating a leased aircraft)—will deploy the A340 on North American routes. Lufthansa: Leading A340 Operations Across the Atlantic Lufthansa remains the largest global operator of the A340, maintaining a fleet of 22 aircraft comprising six 281-seat A340-600s, which include first-class cabins, and sixteen 279-seat A340-300s. In September, Lufthansa will account for 84 percent of all A340 flights to the US and Canada, although none will serve Canadian destinations until the aircraft type returns to Canada on October 26. All Lufthansa A340 flights originate from its Frankfurt hub. The Boston route is unique in featuring the first-class-equipped A340-600, operating four times weekly. The remainder of Lufthansa’s North American network—including Chicago O’Hare, Detroit, New York JFK, Dallas/Fort Worth, Los Angeles, and Washington Dulles—is served by the A340-300. Compared to September of the previous year, Lufthansa’s A340 flights to North America have decreased by 16 percent, with A340-600 services experiencing a sharp 85 percent reduction. Although more flights are anticipated during the winter season, opportunities to fly on these aircraft are rapidly diminishing. Edelweiss: Phasing Out the A340 in Favor of Newer Models Swiss leisure carrier Edelweiss operates five A340-300s, each configured to seat 314 passengers. The airline is swiftly transitioning to the more efficient Airbus A350-900, which offers enhanced passenger comfort and reduced fuel consumption, despite higher ownership costs. In September, Edelweiss’s A340 network includes five routes from Zurich: Calgary (three weekly flights until September 14), Denver (three weekly until September 22), Halifax (twice weekly), Seattle (twice weekly until September 15), and Tampa (three weekly until September 28). Most of these seasonal services are scheduled to conclude by early October, with the A350-900 gradually assuming these routes. Edelweiss has recently reported some of the lowest load factors among European carriers serving the US, underscoring the competitive pressures faced by operators of older aircraft. Tunisair: Maintaining a Limited Transatlantic Presence Tunisair, the Tunisian flag carrier, operates a single transatlantic A340 route connecting Tunis to Montréal. This limited deployment highlights the diminishing role of the A340 on North American services. Market Challenges and Future Outlook The continued operation of the A340 on these 13 North American routes confronts several challenges. Regulatory compliance and fuel efficiency are increasingly critical concerns as aviation authorities and environmentally conscious passengers favor newer, more efficient aircraft. The A340’s higher operating costs and emissions place it at a disadvantage relative to modern twinjets such as the Airbus A350 and Boeing 787. Furthermore, competition from low-cost carriers and airlines offering state-of-the-art cabins is intensifying. Competitors are expected to respond with aggressive marketing strategies and potential fare adjustments to maintain market share, further pressuring airlines that continue to operate the aging quadjet. As the A340’s presence diminishes and airlines transition to next-generation aircraft, passengers wishing to experience this iconic quadjet on transatlantic routes are advised to do so soon, before it disappears from North American skies entirely.