In June, U.S. scheduled carriers added just over 200,000 jobs.

The Department of Transportation (DOT) requires passenger, cargo, and charter carriers operating at least one aircraft that has more than 60 seats or the capacity to carry a payload of passengers, cargo, and fuel weighing more than 18,000 pounds to report workforce statistics on a monthly basis. Since 1990, the DOT’s Bureau of Transportation Statistics has compiled this data.

Scheduled passenger carriers employed 546,446 staff members in June, the most in over two decades. Cargo operators had 452,155 workers during the same month. Notably, FedEx consolidated its various operating companies to form Federal Express Corp., which in turn increased the number of U.S. airline workers.

Cargo airlines represent 45 percent of the industry-wide employment total, while passenger carriers hold the majority at 55 percent. In June, Delta Air Lines added 1,217 employees, American Airlines added 193, and SkyWest Airlines added 181 with passenger airlines growing their workforces by nearly 2,000 employees month over month.

“These 1 million men and women are the backbone of our industry, which is why A4A member airlines continue to invest significantly in current and future employees to ensure that we have people trained and in the right places at the right time in order to accommodate the demand for air travel and shipping,” Rebecca Spicer, senior vice president of communications for trade group Airlines for America (A4A), said in a news release. “We are grateful for our employees’ dedication to getting millions of travelers to their destinations safely and tons of cargo delivered every single day across the country and around the world.”

DOT data also shows that the number of full-time employees grew slightly higher between May and June. Of the 26 scheduled passenger airlines reporting data for June, they employed 517,526 full-time equivalents (FTEs), an increase of 1,030 over May.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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This decrease comes on the heels of some airlines halting pilot hiring altogether. In October 2023, ultra-low-cost carrier (ULCC) Spirit indefinitely suspended hiring. Both FedEx and UPS have advised pilots already on property to look at flying at regional carriers, while also significantly pulling back the throttles on hiring.

Despite the year-over-year reduction, 2023 was the second-highest year on record for pilot hiring at major U.S. carriers.

Record Hiring Year for Some

A handful of airlines reported record hiring years for new aviators. Allegiant, American, Delta, and Southwest all had a banner year, according to FAPA’s data. Southwest had the largest year-over-year increase with 776 more pilots joining its ranks compared to 2022. The Dallas-based carrier is nearing a new collective bargaining agreement (CBA) with its pilots pending a vote.

The so-called ‘big three’ airlines – American, Delta, and United – recruited 57% of all pilots hired last year. Even as it looks to expand its training facility in Denver, United hired 62 fewer pilots year-over-year.

These record-setting hiring rates tie into the U.S.’s continued production of Airline Transport Pilot (ATP) certificates. Overall, ATP-certified pilots exceed pre-COVID figures by more than 6,500 individuals, per the Aero-News Network.

• READ MORE: United Doubles Down on Pilot Hiring, Sets New Record

Lucrative Opportunities Still on Offer

While FAPA only tracks pilot hiring for major carriers, the firm acknowledges that it is likely regional carriers also hired at a similar rate. “While these numbers only reflect the pilot hiring efforts at the thirteen major airlines…it’s important to recognize that pilot hiring at regional and the private/business aviation carriers would at least equal but more likely exceed these values,” it said in a January 2024 edition of its bulletin.

As many airlines — especially regional carriers — struggled to retain captains, many regional airlines are continuing to offer lucrative bonuses for direct-entry captains. For example, American Airlines’ wholly-owned regional subsidiary PSA is offering captains from FedEx and UPS a $250,000 signing bonus.

2024 Projections

U.S. airlines are starting to look at 2024 hiring and, according to FAPA’s data, projections for pilot hiring are at 75% of the last two years’ figures. While a decrease, these figures are likely to still eclipse hiring trends prior to the COVID-19 pandemic.

Atlanta-based Delta was the first of the ‘big three’ airlines to announce its plans to reduce pilot hiring in 2024. The airline said it intends to hire slightly over 1,000 pilots in 2024, which represents half of its numbers from the last two years.

Editor’s Note: This article first appeared on AirlineGeeks.com.

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On Monday, NTSB Chair Jennifer Homendy thanked the public and local law enforcement for helping find the door plug that flew off Alaska Airlines Flight 1282 shortly after takeoff from Runway 28L on Friday. The aircraft made an emergency landing at Portland International Airport (KPDX).

There was no loss of life, but the 171 passengers, two pilots, and four flight attendants were understandably shaken up, noted Homendy, adding that the flight crew acted heroically in the chaotic situation.

According to preliminary information the NTSB gathered, the explosive decompression was the result of the failure of  a door plug located in Row 26 of the Boeing 737 Max 9. The door plug is a space in the fuselage that allows for an additional emergency exit door to be installed if the customer desires. Alaska Airlines and United Airlines, the two largest U.S. customers for the Boeing 737 Max 9, have opted for fuselages with door plugs. From inside the cabin, you cannot tell there is an option for a door.

When the door plug on the left side of Alaska Airlines flight 1282 blew out, seats 26A and 26B, which were adjacent to the door plug, were empty. Parts of the seats were ripped away, and the remaining seat frames twisted by the force of the decompression. There was damage throughout the cabin but no serious injuries.

The door plug was found over the weekend in a Portland neighborhood west of the airport. Bob Sauer, a high school science teacher, discovered it in his backyard. The NTSB recovered the door Monday. Since it was dark when the incident happened, residents west of KPDX didn’t know there were parts of the aircraft falling from the sky until the light of day. When Sauer realized what it was, he sent a photo of it to the NTSB at witness@ntsb.gov. One of his neighbors, meanwhile, found part of a headrest from a seat on her back patio, and two cellphones were found nearby. There were no reports of injuries or damage from the falling objects.

• READ MORE: NTSB Finds Missing 737 Max 9 Door Plug in Teacher’s Backyard

During the Monday NTSB briefing, Clint Crookshanks, an aerospace engineer and part of the agency’s structures team, explained the design of the door plug, stating it is held in place by 12 stop pads on the opening that interface with 12 stop pins on the plug to prevent it from blowing out of the fuselage.

The installation of the door plug requires guide tracks and roller guides to get it into position. There is a hinge on the bottom of the door plug that allows it to be moved out approximately 15 degrees for maintenance. There are four stop bolts designed to keep it from moving upward and disengaging the stops.

“The exam to date has shown that the door did in fact translate upward, [allowing] all 12 stops became disengaged allowing it to blow out of the fuselage,” Crookshanks said. “We found that both guide tracks on the plug were fractured. We have not yet recovered the four bolts that restrain it from its vertical movement, and we have not yet determined if they existed there. That will be determined when we take the plug to our lab in Washington, D.C.”

The search for evidence continues, said Homendy.

“We are still looking for the bottom hinge fitting and a spring,” she said. “It is a pretty large spring. The fitting is a green circular piece with a hole in it.”

The NTSB will put the parts under microscopic examination in an effort to determine why the failure occurred.

Flight Telemetry Tells the Story

Although the cockpit voice recorder (CVR) was overwritten because it was not removed from the aircraft before its two-hour cycle was up, investigators do have information gleaned from the Flight Data Recorder (FDR) for the January 5 flight.

At 17:06:47 p.m., Flight 1282 took off from Runway 28L at KPDX.

At 17:12:33, the recorded cabin pressure dropped from 14.09 to 11.64 PSI. The aircraft was at approximately 14,083 feet at an airspeed of 271 knots. At this time, the cabin altitude greater than 10,000 feet warning was activated.

At 17:12:34, the master caution activated as the cabin pressure dropped to 9.08 PSI. The aircraft was at an altitude of 14,850 feet.

The aircraft reached a maximum altitude of 16,320 feet then began a descent to 10,000 feet and returned to KPDX.

Homendy noted that the agency aircraft systems team is focusing on the cabin pressure control system, as there were three occasions when the auto pressurization light illuminated. She said this computer-run system has a triple redundancy with one primary cabin pressure controller, a secondary controller, and a manual controller. If the primary and secondary computer-run systems fail, the crew activates the system manually to maintain safe cabin pressurization.

“If either one of the computer systems is inoperative, the FAA allows the operator to continue flying the aircraft,” Homendy said.

The NTSB has verified the maintenance logs of the aircraft that indicate the redundant system “operated as designed on December 7, January 3, and January 4.” The flight crew notified maintenance of the warning light illumination as required, but it has not been determined if the warning lights were “correlated in any way to the expulsion of the door plug and the rapid decompression.”

The investigation into the blowout could take months.

In the meantime, the world’s 737 Max 9 fleet is grounded, resulting in hundreds of flight cancellations and delays. The FAA is working with operators to develop an inspection process.

Alaska Airlines, the FAA, Boeing, and Spirit Aero, the makers of the fuselage of the 737 Max 9, are working together to identify the issues so that the aircraft can safely return to flight.

The post NTSB Identifies Part That Failed on 737 Max 9 appeared first on FLYING Magazine.

According to a statement from the air carriers, the Seattle-based airline will “acquire Hawaiian Airlines for $18 per share in cash, for a transaction value of approximately $1.9 billion, inclusive of $0.9 billion of Hawaiian Airlines net debt.”

An identical statement was also published by the Hawaiian Airlines media division.

The transaction agreement has been approved by the boards of both airlines but is conditional pending federal regulatory approval. Both companies expect the deal to be closed in 12 to 18 months.

“This combination is an exciting next step in our collective journey to provide a better travel experience for our guests and expand options for West Coast and Hawaii travelers,” said Ben Minicucci, Alaska Airlines CEO. “We have a long-standing and deep respect for Hawaiian Airlines, for their role as a top employer in Hawaii and for how their brand and people carry the warm culture of aloha around the globe. Our two airlines are powered by incredible employees, with 90-plus-year legacies and values grounded in caring for the special places and people that we serve.

“I am grateful to the more than 23,000 Alaska Airlines employees who are proud to have served Hawaii for over 16 years, and we are fully committed to investing in the communities of Hawaii and maintaining robust Neighbor Island service that Hawaiian Airlines travelers have come to expect. We look forward to deepening this stewardship as our airlines come together, while providing unmatched value to customers, employees, communities, and owners.”

Peter Ingram, Hawaiian Airlines president and CEO, shared the optimism of the proposed merger.

“Since 1929, Hawaiian Airlines has been an integral part of life in Hawaii, and together with Alaska Airlines we will be able to deliver more for our guests, employees and the communities that we serve,” said Ingram. “With the additional scale and resources that this transaction with Alaska Airlines brings, we will be able to accelerate investments in our guest experience and technology, while maintaining the Hawaiian Airlines brand.”

If the merger goes through, the combined organization will be based in Seattle under the leadership of Alaska Airlines CEO Ben Minicucci, and what the companies refer to as a “dedicated leadership team” will be established to focus on integration planning.

What Do the Pilots Think?

Pilots of both airlines took to social media to voice their opinions. It is clear both companies have their fans and detractors. While Alaska Airlines boasts a larger purse and pilot pool to draw from, Hawaiian was praised repeatedly for good service and customer care. Many pilots predicted there would be growing pains with the merger, especially with pilot seniority integration.

According to longtime pilots at Alaska Airlines, there were similar issues when Alaska acquired Virgin Airlines in 2018. When the two airlines merged, there were senior pilots at Virgin, which had just begun service in 2007, with 10 or so years of experience who thought they should be at the top of the seniority list along with Alaska Airlines pilots who had been with the company for decades.

Another question raised is what impact the Alaska-Hawaiin merger could have on hiring requirements and preferred qualifications, especially given the well-documented pilot shortage. Most airlines are looking for FAA ATP-certified pilots with at least 1,500 total flight hours. Although it is not required by some, 1,000 hours turbine pilot in command (PIC), turbojet/turboprop experience in complex flying environments, and a college degree are preferred.

Both airlines have similar routes, and those will likely also be impacted by the merger.

Some pilots raised concerns that it would create a monopoly and therefore would not be allowed to proceed, citing as an example the proposed Spirit Airlines and JetBlue merger. Other pilots noted that the merger, if allowed, will provide more financial stability for Hawaiian Airlines, which is still trying to recoup losses from the suspension of passenger operations during the COVID-19 pandemic. 

• READ MORE: JetBlue Agrees To Buy Spirit in $3.8 Billion Deal

In its media release, Alaska Airlines stressed that the inter-island operations performed so well by Hawaiian would continue. In addition, Hawaii will become a major hub for travelers heading to Japan.

About the Airlines

Both airlines enjoy a strong legacy, as Alaska and Hawaii – America’s 49th and 50th states – have always experienced a larger reliance on air travel than the other states because of their remoteness.

Alaska Airlines was founded in 1932 as interstate airline McGee Airways, utilizing a three-place Stinson. Beginning as a one-person operation, the service grew and evolved, becoming Alaska Airlines in 1944.

Hawaiian Airlines was established in 1929 as Inter-Island Airways, featuring scenic flights over O’ahu in a Bellanca CH-300 Pacemaker. Scheduled service between the islands soon followed, utilizing Sikorsky S-38s and S-43 flying boats. Today, Hawaiian Airlines is the largest operator of commercial flights to and from Hawaii.

The post Alaska Airlines Seeks to Acquire Hawaiian Airlines appeared first on FLYING Magazine.

Atlas Air took delivery of a 747-8 freighter on January 31, 2023, marking the end of an era for an iconic aircraft that transformed air travel and made it accessible to the average person. From the 747-100 to the 747-400, and then the modern 747-8, The Boeing Company built both passenger and freighter versions, and many used 747s that began in passenger configurations were converted to freighters by third-party engineering firms.

A live webcast of the delivery ceremony took place that afternoon. Thousands of people—including current and former employees as well as customers and suppliers—were on hand at the factory in Everett, Washington, to mark the historic occasion.

Most pilots may not realize that the 747 was originally designed—by the legendary aerospace engineer Joseph Sutter and his team—with freight in mind, unlike most airplanes built for passengers with a cargo variant.

The jumbo jet globalized trade in terms of range, size, and economies of scale it offered. The unique nose door allowed for long and outsized loads, and many of the main-deck pallets common today were developed in direct response to the introduction of the 747.

Flying the 747—as well as flying on the 747—was an experience that no other aircraft offered, with a staircase to the upper deck. It was so culturally and economically significant, and had such a unique figure, that it had its own nickname: Queen of the Skies.

Air Force One, which has carried U.S. presidents around the world for decades, is a special version of the 747 with the military designation VC-25. The jet was regularly seen on TV ferrying the Space Shuttle for NASA to Florida for launches.

On June 4, 2007, the Dreamlifter, a specially modified 747-400 used to transport major assemblies of the all-new Boeing 787 Dreamliner, gained type certification from the FAA.

Boeing began deliveries of the 747-8 freighter a decade ago. The latest model is 18.3 feet longer than the 747-400 and accommodates four additional main-deck pallets and three lower-hold pallets. The same type of engines power it—the General Electric GENX-2B—as those on the 787 Dreamliner.

Although Boeing will no longer manufacture new 747s—and most passenger versions are retired in favor of more fuel-efficient twin-engine jets—the 747-8s are sure to grace the skies for several more decades, steadfastly contributing to the global economy.

The Final Customers

All-cargo airline Atlas Air will operate the final production 747 freighter for global logistics giant Kuehne + Nagel under a dedicated contract. The airplane bears the livery of Apex Logistics, a Hong Kong-based air-freight forwarder that K+N acquired in 2021. In total, Atlas received the final four 747-8s produced by Boeing. Two are assigned to Kuehne + Nagel, and one is flying under the control of Cainiao, the logistics arm of e-commerce platform Alibaba.

Atlas Air, based in Purchase, New York, is the largest operator of 747s in the world. As of the time of delivery, it will have 43 747Fs, including nine -8s. All told, it has 50 jumbo jets, including the seven 747s it flies as passenger charters for the military, sports teams, and other airlines, according to the FlightRadar24 database.

Other airlines still operating large 747 cargo fleets include Cargolux, Cathay Pacific, Kalitta Air, Korean Air, and Singapore Airlines. In passenger service, airlines include Lufthansa, Air China, Asiana Airlines, and Max Air at the time of publication. And Korean Air has operated 10 of the model 747-8, configured with six seats in first class, 48 in business class, and 314 in economy.

People hold fast to their memories and impressions of the 747. Graham Perkins, a senior vice president for sales and marketing at Atlas Air, grew up near the airport in Calgary, Alberta, and fell in love with the 747 at an early age. “All three major Canadian carriers flew the 747s into my city, and I would plane spot with my binoculars to see these giants coming and going,” he said in Atlas Air’s Tailwinds blog. “To say I was in awe of the size and grace of these aircraft would be an understatement. And it is something I still feel to this day every time I see a 747.”

Today, Graham works with shippers who need the 747 for airlift. “Knowing the capabilities and performance of these incredible aircraft makes my job to place these planes that much more enjoyable,” said Graham, who celebrated his 20th anniversary with Atlas in September. “It is a source of pride to know that we operate the largest fleet of 747s in the world, and our customers value this from us.

“A lot of [Atlas’] success and attitude to win was developed on the back of the 747 itself. We should all be very proud of that and very thankful for this incredible aircraft that changed aviation forever. Luckily, we will see our latest deliveries flying for the next 30 to 40 years, so our success will continue well into the future.”

No matter where the last flight takes place of the 747, there’s no doubt it will be long in the future, as it continues to function as a valuable part of the global supply chain. The jumbo jet’s impact on connecting the world cannot be overstated.

This column originally appeared in the May 2023 Issue 937 print edition of FLYING.

By the Numbers

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According to the airline, its first-year hourly pay rate for captains starts at $240 and first officers at $131. The pay rate is capped at 12 years, coming to $298 per hour for captains and $201 per hour for first officers. Avelo reports that it also offers a 125 percent pay incentive when pilots fly 75 hours or more.

• READ MORE: Avelo Airlines Becomes the Nation’s Newest Passenger Carrier

“The pay increase we are announcing, combined with the other exceptional benefits and quality of life Avelo offers, will continue to make Avelo a very attractive destination for pilots,” said Avelo Airlines chairman and CEO Andrew Levy. “Our pilots play a critical role in Avelo’s future, and we look forward to welcoming many more of these outstanding aviation professionals to our airline in the months and years ahead.”

Headquartered in Houston, Avelo operates a fleet of 16 Boeing 737-700s and -800s with plans to add at least five additional aircraft next year. Its pilot roster stands at nearly 170 employees. The airline stated that it is accepting applications for direct-entry captains and first officers.

“At Avelo Airlines, pilots hire pilots,” said Avelo COO Greg Baden. “This is an exciting opportunity for both direct-entry captains and young professional aviators to get in on the ground floor of an incredible journey as they continue their careers.”

Avelo is also set to open a new pilot and flight attendant training center in Orlando, Florida, at the beginning of 2024.

The post Avelo Airlines Increases Pilot Compensation appeared first on FLYING Magazine.

To this end, she attended a university with a popular collegiate aviation program that has an official relationship with said airline and whose alumni are well represented in its ranks. While in school, she took a semester to do a flight operations internship with Scott’s airline. And after instructing for a few years to build her flight time, Karla was hired at her dream airline’s wholly owned regional airline, which has a flow-through agreement in place by which its r pilots advance to the mainline carrier in seniority order, albeit at a metered rate.

By all appearances, Karla would seem to have done everything right, and in normal times I think her career moves would have made sense given her goals. But the past two years have not been normal times. Karla has been at her regional airline for 13 months now and is becoming increasingly frustrated by the perception that she’s stuck there with no way to advance. She’s still a ways from upgrading to captain and will need to be in the left seat for two years before she is eligible to flow to mainline.

Meanwhile, Scott’s airline has been hiring historically huge numbers of pilots—2,500 per year—many of whom have similar qualifications to Karla. They are not, however, hiring from her regional outside of the restrictions of the flow. By going to her dream airline’s associated regional, Karla has unwittingly put herself at a huge disadvantage. Now she is watching in frustration as the mainline ranks fill up with young, ever-senior pilots. She fears the music will stop on this hiring cycle before she has a seat. 

This has been a common hiring dynamic at the airlines for years before the existence of ubiquitous flow agreements: Major airlines have long been loath to sap pilots from their associated regionals and add to their staffing woes, much preferring to poach pilots from competing carriers’ regionals. During the current pilot shortage, a common workaround has been to go from a regional airline right seat to a low-cost carrier like Spirit, JetBlue, or Frontier (all of which were reduced to hiring low-time regional first officers by mid-2021), where one becomes attractive again to mainline recruiters. Scott’s airline has hired quite a few pilots from Karla’s regional by way of Spirit or Frontier, sometimes pausing there for as little as six months. However, over the summer the job market has tightened just enough for the low-cost carriers to get pickier, and they are avoiding pilots who they think will not stick around. Karla has applied to all the low-cost carriers without success. Her college, internship, father, and current regional all betray her mercenary intent.

I can sympathize with Karla’s dilemma. I too was “stuck” at the regionals after 9/11—for a full decade as it turned out. For many pilots of my generation, it’s wryly amusing to see ambitious twenty-something pilots scramble to escape the (now well-paid) regional airlines after as little as one year of employment in the sector. But to be honest, I feel that, in a perverse way, I was almost lucky to be stuck in place when I was. Yes, I was making little money without much hope of advancement, but most everyone was in the same situation. The majors were hiring precious few, so I didn’t have to worry about missing the boat, and that helped me enjoy my time at the regionals. In comparison, today’s regional pilots like Karla have every reason to worry that they are getting left behind and growing increasingly desperate to avoid that fate. It’s a little sad to see.

I’ve advised Scott that if Karla can’t attract the eye of a low-cost carrier, she should change her focus to the other two legacy major airlines. Chances are they are all too happy to poach pilots from Karla’s regional. Even though these airlines aren’t the one Karla’s been dreaming about working for all these years, they have similar fleets and contracts, her flying opportunities and earning potential will be on par, and her seniority progression might be a little better. And once she’s on property at a mainline career, Scott’s airline might come calling after all. 

For those who are applying to the regional airlines, I think Karla’s case should be considered as a cautionary tale. If your end goal is a particular major airline, think long and hard about whether you want to work for any of its associated regional airlines. Be especially wary if it has a flow-through agreement in place. Flows have a time and place—and  I was hired at my major airline via a flow-through. But in this hiring cycle, they are velveteen handcuffs.

The post Stuck at the Regionals: The Downside to Flow Agreements appeared first on FLYING Magazine.

Peterson brings more than two decades of experience in senior educational roles to his new position at Skyborne. Most recently, he served as the president of Herzing University’s online division, where he achieved significant growth in student enrollment and launched five new programs.

Peterson holds a doctorate in curriculum and instruction from Utah State University and is a U.S. Air Force and Utah Air National Guard veteran with 23 years of experience. He retired from the military as a commander in 2008. Skyborne said his unique combination of educational expertise and military leadership makes him a valuable addition to its team.

Lee Woodward, CEO of Skyborne, expressed his confidence in Peterson. 

“Dan’s career demonstrates a track record of success and growth, focused on helping the next generation to thrive,” Woodward said in a press release. “At Skyborne, he will play an active role in overseeing flight training operations and enhancing our growing network of airline partners. I believe Dan will be a valuable asset to our team as we continue our upward trajectory.”

• READ MORE: Skyborne Ups Pay for Certificated Flight Instructors

Peterson also is enthusiastic about this new chapter.

“Joining Skyborne enables me to combine my passions for aviation and education and apply them to the ultimate combination—an academy that excels in developing pilots with character,” Peterson said. “I am looking forward to working with Skyborne’s CEO, Lee Woodward, and COO Ian Cooper to continue to open up flight training and genuine career options to the best and the brightest.”

Davidson, the former managing director at Skyborne, reflected on his tenure. 

“Leading the Skyborne Vero Beach [Florida] team has been the highlight of my 50-year aviation career,” he said. “Since March 2022, there has been a 220 percent increase in students, with more than 300 individuals currently in training and 5,500 training hours per month. I wish Dan all the best in his new role and am confident that he will make a significant impact on Skyborne’s growth and development.”

Skyborne Aviation Academy boasts campuses in Vero Beach and Gloucestershire, U.K. 

Editor’s Note: This article first appeared on Plane & Pilot.

The post Skyborne Airline Academy Appoints Dan Peterson to Lead U.S. Flight Training Facility appeared first on FLYING Magazine.

Weigel also answers a burning question from a member of the FLYING V1 Rotate audience: Will my tattoos keep me from getting a job with one of the majors? 

• READ MORE: 6 Things to Know Before Launching Professional Flight Training

• READ MORE: How to See the World for Free and Occasionally Sleep in Airports

The post Will Tattoos Prevent a Pilot from Being Hired at a Major Airline? appeared first on FLYING Magazine.

AirlineGeeks is the 20th aviation-related brand that FLYING Media Group has purchased in the past two years in a strategy to expand the world’s leading aviation content platform and serve an audience that spans from light sport to space and vintage to frontier. 

“As a young boy, I fell in love with aviation while watching airliners take off and land near my house in Tennessee,” said Craig Fuller, CEO of FLYING Media Group (FMG). “I would make my parents drive me to Atlanta’s Hartsfield Airport (KATL) to watch the commercial aircraft and stood in awe as they seemed to defy the laws of gravity. I am an AvGeek myself and can’t wait to build on the AirlineGeeks brand.”

FMG has been very active in acquiring brands that service the general aviation industry. While commercial aviation and GA are often thought of as distinct and separate markets, they have become more interdependent in recent years. 

Commercial pilots often start their careers as GA pilots, and many of them retain their love for flying in small GA aircraft their entire lives. GA is also a test bed for new technologies and airframes that eventually make their way into commercial applications. With the emergence of air taxis and urban air mobility offerings that will blend commercial  with personal aviation, the two markets have never been more connected. 

FMG is not just focused on the enthusiast side of the market but plans to use AirlineGeeks (airlinegeeks.com) as a foundation to build a premier business-to-business data, news, and market intelligence platform for the commercial aviation industry. 

The global market size for the airline industry is more than $840 billion and is expected to grow by a compound annual rate of nearly 4 percent over the next decade.

“As people around the world become wealthier, they wish to travel,” said Fuller. “Commercial flight is unmatched in its ability to link the world and offer experiences that are only possible because of the efficiency of the global airline industry. Additionally, as supply chains continue to build resilience into their operations, global air cargo will experience exponential growth over the next few decades. This is what’s driving fast growth on an unprecedented scale.”

About FLYING Media Group

FLYING Media Group is the largest aviation media provider in the world, with content spanning 20 aviation-related brands, including FLYING, Plane & Pilot, KITPLANES, AVweb.com, AirlineGeeks, and Aircraft For Sale. 

With an audience of nearly 3 million monthly visitors and subscribers, the broad reach of the FMG platform is unmatched by any other aviation media source.

The post FLYING Acquires AirlineGeeks Digital Media Site appeared first on FLYING Magazine.