Airlines Threads

Simple Flying recently examined just how dramatic the economic consequences can be when Ryanair withdraws capacity from a regional market. And the argument is still playing out today. As recently as August 24, Ryanair was publicly clashing with Spain’s transport minister over its retreat from regional airports, insisting that high airport charges — not a shortage of aircraft — were responsible. The airline says it has instead allocated capacity to cheaper markets including Morocco, Italy, Albania, Poland, Slovakia and Sweden, while regional Spanish airports remain heavily underused. Ryanair would argue that this is exactly how competition should work: airports that offer attractive costs receive aircraft, routes, tourists and jobs, while expensive airports lose them. But Ryanair’s scale creates an extraordinary bargaining position. Spain alone has lost around 3 million Ryanair seats from regional airports across 2025 and 2026, while elsewhere the airline has closed or threatened bases

Southwest Airlines has made a lot of changes to its business model and practices, some of which are about moving upmarket to capture premium traffic. The airline is also reportedly working on a new high-end credit card and a lounge system that will be tied to that credit card. CEO Bob Jordan has said that first class may come in the future, and this would probably be the most radical change to the airline's business model yet. Southwest has always only sold economy seats, so offering a true premium product would be a major departure from the airline's original philosophy. Personally though, I'm wondering why it hasn't happened already. Not only are first class seats much more profitable than economy seats, but they're also in extremely high demand right now. What's more, Breeze already sells first class, while JetBlue, Frontier, and even Allegiant are working on new first class cabins. Southwest is a hybrid airline, blending elements of budget airlines and full-service carriers (truth

Alaska Airlines has become an almost completely different airline from the one its name traditionally suggests. It now describes itself as building the country's fourth-largest global airline, has introduced an Alaska-branded 787 livery, and is flying from Seattle to Europe and Asia. Its January fleet order took the group's future 787 fleet to 17 aircraft, alongside an enormous 737 order designed to support years of further growth. Yet the name on those aircraft remains Alaska Airlines. The brand carries decades of loyalty and recognition within the US, particularly across the West Coast, and changing it could throw away enormous equity. On the other hand, a passenger in London, Rome or Tokyo encountering Alaska for the first time could reasonably assume it is a regional carrier centered on America's 49th state rather than an increasingly global airline headquartered in Seattle. This could restrict its growth, right as it ramps up competition with a globally recognized brand like Delt

People often say that economy is just completely unbearable today. For me, however, I don't find it to be that bad. I've always flown in economy, and I got extra legroom economy twice when I was a child. I get extra legroom seats more often now because I have status with United that allows me to select Economy Plus for free at check-in. Honestly, I just use it to sit near the engines so that I can hear the sound. Regular economy legroom is fine to me even on 17-hour flights. The one time I flew in a real premium cabin was when I took a one-way trip from Singapore to JFK with Singapore Airlines in premium economy, on the airline's one-stop service via Frankfurt. I did this because I really wanted to fly SQ, and premium economy was actually cheaper than economy. The flight was great, probably my best ever, but also, it wasn't that much better. Flying in premium economy for 24 hours didn't make economy unflyable, even if it was on the world's best airline. I've done multiple flights in e

As avgeeks, once one flight is over, our attention immediately turns to the next one. We all fly to different places for different reasons, so, with the good vibes of the weekend having now just about landed, it would be great to hear all about what your future flying plans have in store! My next flight will be with Ryanair to Malta (MLA) next month. While that, in and of itself, is not the most interesting flight, it does at least have the novelty of being from Norwich (NWI) rather than my usual departures from London Stansted (STN). The route is relatively new, but it has been great to see the impact that Ryanair has had on Norwich, and I hope it will stay in the long term. When are you next taking to the skies? What are the airline, aircraft, and route in question? Let us know your thoughts and experiences in the comments!

Earlier this week, a Delta Air Lines passenger had the unfortunate experience of flushing their phone down the toilet on a Boeing 757-200. The jet was flying from Las Vegas to Atlanta, and the incident was confirmed in its logbook. Given the comical and curious nature of the incident, it would be interesting to hear about the most unusual things that you've left on planes or at airports over the years. I've personally not got much to offer on this topic. I'm quite vigilant with my belongings, so the best I can come up with is a jumper left on my seat on a British Airways Airbus A320 upon arrival in Glasgow from London back in 2021. Luckily, I was still on the jet bridge when I realized it, and was able to return to the jet and retrieve it from the cabin crew. What about you? Have you left anything out of the ordinary on an aircraft or in an airport? Let us know your thoughts and experiences in the comments!

Air France has made a major change to the way it serves its home city. From summer 2026, the airline has centralized virtually all of its Paris operations at Charles de Gaulle, with only its public-service flights to Corsica remaining at Orly. Domestic services to Toulouse, Nice and Marseille have shifted to CDG, as have flights to French overseas destinations including Pointe-à-Pitre, Fort-de-France and Réunion. Meanwhile, low-cost subsidiary Transavia has effectively become the Air France-KLM Group’s primary airline at Orly. Strategically, the logic is obvious. Concentrating Air France at CDG strengthens its hub, makes connections between domestic and international flights easier and leaves Transavia to compete more effectively for price-sensitive point-to-point traffic at Orly. But something may also be lost. When Air France expanded at Orly in 2020, the airline emphasized that the airport was closer to Paris and particularly convenient for passengers in the south of the city. For

A little over two weeks ago, I asked you guys 'How would you fix American Airlines', and in it, I outlined that my first order of business would be to order seatback screens for the 737 MAX 10 and future A321neos, while also installing a more premium layout on these planes. You can imagine my surprise a week later when American announced that they'll be doing just that. Hallelujah, I called that one! American aims to have all mainline aircraft equipped with screens by the early 2030s. The Airbus A319s and A320s will be retired by then, which means that the airline will be retrofitting the A321s, A321neos, and 737s. I'm quite curious about the 737s, because these aircraft feature 172 total seats, six more than United's 737 MAX 8s/737-800s, and 12 more than Delta's 737-800s. American promised more Main Cabin Extra seating, but it won't be able to achieve this on the 737s by just repitching the economy cabin. If the airline wants to add more MCE seating to the 737s, then it'll have to cu

Open the flight tracker and show us the most interesting thing you can find. A rare type, an unusual route, an aircraft you've never spotted before. There's always something interesting airborne if you know where to look, whether it's a widebody on an odd route, a one-of-a-kind aircraft, or something you simply didn't expect to see over your city today. Screenshot whatever you find and drop it below, tell us what it is and why it caught your eye. We'll be checking in, and the best or strangest finds might end up featured in the near future. 

Simple Flying has just looked at how Singapore Airlines has removed the Airbus A380 from 11 routes, another reminder that the upper end of its long-haul fleet is gradually changing. Meanwhile, Reuters reported in June that SIA is discussing an order for at least 50 large widebodies, potentially with dozens more options. The competition reportedly comes down to additional Boeing 777Xs or the Airbus A350-1000. That creates a fascinating choice. Singapore Airlines already has 31 777-9s on firm order, but the repeatedly delayed aircraft has still not entered passenger service. Conversely, SIA already operates a huge fleet of A350-900s, so the larger A350-1000 would introduce a new variant without introducing an entirely unfamiliar aircraft family. Ordering it could also reduce SIA's reliance on the 777X for its future highest-capacity long-haul flying. So what should Singapore Airlines do? Double down on the 777-9, or hedge its bet by ordering the A350-1000 as well?

I've got an article that should be published soon discussing United's route between Newark and Madeira, a transatlantic route flown by a Boeing 737. I discuss United's general network strategy, while also discussing why American and Delta don't operate routes like this. This brings me to a separate but parallel topic, which is Delta's decision not to order the Airbus A321XLR. Delta states that long-haul narrowbody flying doesn't fit with its brand, but I suspect the real reason is because of the 'Global Scope' clause in its pilot contract. Delta has always been very conservative with long-haul flying because it's expensive, but Global Scope requires that Delta match long-haul flying done by its joint venture partners. However, this specifically applies to widebody routes, and so any route flown by a narrowbody doesn't count. Although an A321XLR has very low fuel burn compared to even an A350, it's still more expensive to fly between New York and Madeira than between New York and Las

While first class on long-haul flights has largely disappeared in recent years due to improvements to business class shrinking the gap between the two cabins, certain carriers are keeping it alive. Air France is a notable example, and it was in the news recently after expanding its La Première offering to include flights to San Francisco. Have you ever flown in a long-haul first class cabin? I have not personally had the honor, although I was lucky enough to sample Virgin Atlantic's Upper Class business class offering on a 2022 trip to the US. In truth, I feel like, for the most part, business class has got to the stage where I wouldn't see the need for a further upgrade, although I would make an exception for Etihad's 'Residence' first class apartment on the Airbus A380. What do you think? Have you ever sampled first class on a long-haul flight? Let us know your thoughts and experiences in the comments!

Simple Flying reported just last week that American Airlines expects 48 new aircraft deliveries in 2026, part of a huge backlog that includes the Airbus A321neo and A321XLR, Boeing 737 MAX and 787-9. But one of the biggest decisions about American's future fleet has still not been made. CEO Robert Isom confirmed in June that the airline has an RFP in the market and is actively talking to both Airbus and Boeing about its next widebody order, with its 777s expected to begin retiring in the 2030s. Sticking with the 787 would seem the obvious answer. American already operates the 787-8 and -9, has another 19 widebodies on firm order and has options for a further 28. But asking Airbus to compete opens the intriguing possibility of the A350 finally joining American's fleet, giving the carrier an alternative to Boeing as it replaces dozens of 777s. That diversification has advantages, but so does the simplicity of staying exclusively with Boeing for long-haul flying. So what would you do: k

Simple Flying recently rolled back the years and looked at Qantas's decision to order the Airbus A330, A380, and Boeing 747-400ER rather than the 777, despite being involved in the Triple-Seven's consultation process. Former Qantas CEO Alan Joyce said long ago that this is a decision that he wished he could go back in time and change, but, with passenger production of the 777 having now shifted to the 777X, should Qantas order this next-generation version instead? I think the 777X would be a good fit for Qantas. While its future ultra-long-haul operations will be looked after by the A350-1000ULR, and it does have orders for the standard A350-1000 and 787-10, the 777X is the closest match capacity-wise to its Airbus A380s, and those certainly aren't getting any younger. What do you think? Should Qantas order the 777X? Have you ever flown with the Australian flag carrier? Let us know your thoughts and experiences in the comments!

WestJet, Canada's second-largest airline, operates the Dash 8-Q400, Boeing 737-700, Boeing 737-800, Boeing 737 MAX 8, and the Boeing 787-9 Dreamliner. However, WestJet is now slowly retiring its Boeing 737-700s, which will leave a large gap between its 78-seat Q400s and its 174-seat 737 MAX 8s. With this in mind, do you think WestJet should get a new aircraft type to fill that capacity gap? If so, which kind, and how would you like to see it configured and deployed? Have you ever flown with WestJet before? Share your thoughts and experiences in the comments! This is user-generated content. The views and opinions expressed here are not necessarily those of Simple Flying.

Yesterday, I had a go at decoding United’s deliberately cryptic teaser video and predicting the new routes that were ultimately announced earlier this morning. We got the biggest clue right — “5XL” really did mean five new A321XLR routes — and four of the destinations we discussed ultimately appeared in United’s announcement. Not perfect, but given how obscure some of the clues were, I’ll take it. Of all the new destinations, Ljubljana is probably the one that excites me most. Slovenia is a fantastic country to visit, Ljubljana is an excellent gateway to the Alps and the Adriatic, and it feels exactly like the kind of thinner European market that United has become increasingly willing to try. But I still think Copenhagen is the obvious omission. With SAS now in SkyTeam, I expected United to be much more interested in putting its own metal back into Denmark — particularly with the A321XLR giving it a lower-risk way to do it. So, what do you think? Which of United’s new routes are you

The de Havilland Canada Dash 8-Q300 is a popular aircraft choice for domestic commuter flights. The turboprop regional aircraft can seat up to 50 passengers in a single-class configuration. With a range of 1,950 nautical miles (3,611 km), it has a cruising speed of 382 miles per hour (528 kmph). The Q in its name stands for quiet, due to the active noise suppression system, and the type's largest operator is Air New Zealand, to which it is the smallest aircraft in the airline's fleet. Who are your favorite operators of the Q300? I've listed my top five below: - Air New Zealand (largest operator) - Air Inuit  - PAL Airlines - Widerøe - Air Tanzania

Sports teams have had partnerships with airlines for a long time. In European football, major partnerships over the years have included Arsenal-Emirates, Manchester City-Etihad, Real Madrid-Emirates, PSG-Qatar Airways, Atletico Madrid-Riyadh Air, and AC Milan-Emirates. In the US, major partnerships include Breeze Airways-Rhode Island FC, Etihad-New York City FC, Delta-Atlanta Braves, Allegiant-Las Vegas Raiders, and ANA-Los Angeles Dodgers. Other sports include Qatar Airways-F1, Etihad-Chennai Super Kings, and Malaysia Airlines-Mumbai Indians. Often, these partnerships come with special liveries on the airline's aircraft. Many airlines with sports liveries include JetBlue (Boston Red Sox, Boston Bruins, Boston Celtics, New York Jets, Brooklyn Nets), Delta (Team USA, LA 28, Atlanta Braves), Eurowings (Borussia Dortmund), Qatar Airways (F1, PSG), Etihad (Manchester City, Chennai Super Kings), Allegiant (Las Vegas Raiders), and VivaAerobus (Las Vegas Raiders). Among the other notable ex

The smallest jet in Embraer's E-Jet family, this type was the first to enter service in 2004. The aircraft can seat up to 78 passengers in a single-class, high-density configuration, or 66 when in a dual-class layout. This plane competes directly with the Bombardier CRJ700 and, in some ways, the Q400. There are four variants of the E170, with the E170STD the baseline airframe. The E170LR has a longer range, while the E170SU and E170SE are based on the E170LR limits, but are built to fit within scope clauses with a passenger capacity of 76 and 70 seats, respectively. Who are your favorite operators of the E170? My top five are listed below: - Envoy Air (American Eagle) - J-Air - S7 Airlines - Air France - Republic Airways

This short-to-medium-haul aircraft is the smallest and least produced of the Next Generation 737 family. The first flight took place on January 22, 1998, and the plane itself has a capacity for up to 132 passengers. This aircraft was built to succeed the older 737-500 in the Boeing classic series, and a total of 69 units were ever built before the program ended in 2006. With a range of up to 3,235 nautical miles (5,650 km), the aircraft had a cruise speed of Mach 0.82 (850 kmph). Major operators included Scandinavian Airlines and WestJet. Who is your favorite operator of the 737-600 (past and present)? I've listed my top five below: - Air Algérie (present) - Janet Airlines (present) - Scandinavian Airlines (past) - WestJet (past) - Tunisair (past)