Commercial Aviation
Nigeria Evaluates Certification of China’s COMAC C919 Aircraft
Nigeria considers certifying China’s COMAC C919, challenging Airbus and Boeing dominance and boosting African aviation market potential.
Nigeria’s Potential Certification of China’s COMAC C919: A Strategic Shift in African Aviation
Nigeria’s Civil Aviation Authority is actively evaluating the certification of China’s COMAC C919 narrow-body aircraft for domestic operations, marking a potentially transformative moment for both African aviation and China’s aircraft manufacturing ambitions. This development represents the first serious consideration by an African nation to certify a Chinese-manufactured commercial airliner that could directly compete with the established Airbus A320 and Boeing 737 families that currently dominate the continent’s skies. The timing of this evaluation coincides with Nigeria’s significant improvement in international aviation compliance ratings, rising from 49% to 75.5% on the Cape Town Convention Compliance Index, which has removed the country from the Aviation Working Group’s watchlist and enhanced its attractiveness to aircraft lessors. With Nigeria processing approximately 15.7 million passengers annually across its 13 scheduled carriers and representing Africa’s largest domestic aviation market, the potential certification of the C919 could establish a crucial precedent for Chinese aircraft penetration into African markets while offering Nigerian airlines an alternative to the Western duopoly that has historically controlled commercial aviation on the continent.
The prospect of the C919 entering the Nigerian market is significant not only for its economic and operational implications but also for its potential to shift the balance of power in global aerospace manufacturing. As China seeks to expand its influence and technological footprint, successful certification and operation of the C919 in Africa could signal a new era of competition, innovation, and diversification in the aviation sector. However, the path to certification is complex, involving regulatory, technical, and geopolitical challenges that will test the readiness and adaptability of all stakeholders involved.
This article examines the technical, economic, and strategic dimensions of Nigeria’s potential certification of the COMAC C919, exploring the aircraft’s development, Nigeria’s aviation context, regulatory hurdles, and the broader implications for African and global aviation markets.
The COMAC C919: Development and Specifications
The Commercial Aircraft Corporation of China’s C919 is the country’s most ambitious effort to challenge the global commercial aviation duopoly of Airbus and Boeing. Launched in 2008, the program saw its first prototype rolled out in 2015, maiden flight in 2017, and certification from the Civil Aviation Administration of China in September 2022. The first commercial service began in May 2023 with China Eastern Airlines.
The C919 is a single-aisle jet designed to seat between 156 and 174 passengers, directly competing with the Airbus A320 and Boeing 737 families. It features a length of 38.9 meters, wingspan of 35.8 meters, and a range of 4,075 to 5,555 kilometers depending on configuration. The aircraft is powered by CFM International LEAP-1C engines, a joint venture between GE Aerospace (U.S.) and Safran (France), delivering 137.9 kN of thrust. The C919’s avionics include a modern fly-by-wire system and an Airbus-style side stick, with optional Head-Up Display (HUD) technology.
Despite its Chinese assembly, the C919 remains reliant on Western technology, particularly for engines and avionics. China is developing the indigenous CJ-1000A engine to eventually replace the LEAP-1C, but as of 2025, the C919’s international prospects are still tied to Western suppliers. The aircraft’s list price has risen from an anticipated $50 million to $108 million, aligning it with the latest offerings from Airbus and Boeing, though actual sale prices are typically discounted.
“The C919’s entry into service marks a significant milestone for China’s aerospace ambitions, but international expansion will depend on regulatory validation and robust support infrastructure.”
Nigeria’s Aviation Market and Infrastructure
Nigeria’s aviation sector is the largest in Africa by domestic passenger volume, processing 15.7 million passengers in 2023 across 13 scheduled airlines. The fleet comprises 91 aircraft, but more than half are reportedly grounded or under maintenance, limiting operational capacity. This has constrained fare reductions and market growth, with passenger numbers still below the pre-pandemic peak of 17 million.
Economic factors such as currency fluctuations, rising fuel prices, and inflation have put pressure on both airlines and consumers. The “Japa syndrome”, a trend of skilled professionals emigrating, has reduced travel demand, while improved rail services and virtual meetings have provided alternatives to air travel. Despite these challenges, Nigeria’s large population and improving compliance with international aviation standards suggest strong future growth potential.
Maintenance and technical support remain key concerns. Nigeria hosts three certified maintenance providers for Airbus, Boeing, and Embraer jets, but none are equipped for the C919. COMAC has proposed establishing regional parts warehouses and training Nigerian engineers in Shanghai, with initial technical support for up to five years. These measures are intended to address the operational challenges that have historically hindered Chinese aircraft programs in Africa.
Regulatory Improvements and International Perception
Nigeria has made significant strides in regulatory compliance, particularly with the Cape Town Convention, which facilitates aircraft financing and leasing. The country’s compliance rating improved from 49% to 75.5%, leading to its removal from the Aviation Working Group’s watchlist. This has made Nigeria more attractive to international lessors and could facilitate the acquisition of new aircraft, including the C919.
Such regulatory improvements are essential for building confidence among international partners and for ensuring that any new aircraft type introduced into the market meets global safety and operational standards. The Nigerian Civil Aviation Authority (NCAA) is now positioned to play a leading role in shaping the future of African aviation regulation.
However, the lack of Western regulatory validation for the C919 remains a challenge. Without certification from the U.S. Federal Aviation Administration (FAA) or the European Union Aviation Safety Agency (EASA), the NCAA will need to develop its own rigorous evaluation process, potentially setting a precedent for other African regulators.
The Certification Process and Regulatory Challenges
The NCAA’s Director General, Captain Chris Ona Najomo, has confirmed that the agency is actively evaluating the C919 for certification. This process is expected to be lengthy and complex, as the aircraft has only been certified by Chinese authorities and operates commercially only within China and Hong Kong. EASA certification is not expected before 2028–2031, and the lack of established regulatory relationships complicates the process.
Certification in Nigeria will require comprehensive technical evaluation, flight testing, and adaptation to local operational conditions. The NCAA must ensure that the aircraft meets Nigerian and international safety standards, despite the absence of Western validation. This could involve close collaboration with COMAC and possibly with other regulatory bodies in Africa or Asia.
The outcome of this process will have broader implications. Successful certification could pave the way for other African countries to consider Chinese aircraft, while setbacks could reinforce reliance on established Western manufacturers. The process will also test Nigeria’s regulatory capacity and its ability to manage complex international aviation relationships.
“Certification represents the essential starting point for any C919 operations in Nigeria.”, Capt. Chris Ona Najomo, NCAA Director General
Operational and Economic Considerations
Nigerian airlines are seeking modern narrow-body jets to replace aging fleets, and the C919 could offer a competitive alternative if operational support is robust. COMAC has offered maintenance, training, and dry lease arrangements to facilitate adoption. However, the total cost of ownership, including maintenance, parts, training, and financing, remains a critical factor for airlines operating in challenging economic conditions.
Improved access to aircraft financing, thanks to Nigeria’s regulatory progress, could help airlines modernize their fleets. However, the experience with previous Chinese aircraft, such as the Xian MA60, highlights the importance of reliable after-sales support and parts availability. COMAC’s proposals aim to address these issues, but their effectiveness will be tested in practice.
The broader African market is expected to double every 15–20 years, creating opportunities for new aircraft types. However, the lack of existing C919 maintenance and training infrastructure in Africa is a significant barrier. Success in Nigeria could serve as a model for other countries, but only if operational challenges are effectively managed.
Geopolitical and Strategic Implications
The potential certification of the C919 in Nigeria is not just an economic or technical issue, it also reflects broader geopolitical dynamics. As China increases its investments in Africa through initiatives like the Belt and Road, aviation is becoming a new frontier for influence and partnership. Nigeria’s decision could have ripple effects across the continent, shaping the future of African aviation and its relationships with global powers.
The C919’s dependence on Western engines and avionics exposes it to the risk of trade restrictions, as seen in the temporary U.S. suspension of CFM engine exports in 2025. While China is working to develop indigenous alternatives, these are not yet commercially available. For Nigerian operators, this creates both opportunities and risks, as geopolitical tensions could impact parts availability and support.
For Africa, diversifying aircraft suppliers could reduce dependence on the Airbus-Boeing duopoly, potentially lowering costs and fostering innovation. However, the transition must be managed carefully to ensure operational reliability and financial sustainability, especially given the region’s unique infrastructure and regulatory challenges.
“Africa’s air transport market is expected to double every 15 to 20 years, supporting fleet expansion requirements that could accommodate new aircraft types.”, African Airlines Association
Conclusion
Nigeria’s exploration of COMAC C919 certification marks a pivotal moment for African aviation and for China’s ambitions to become a global aerospace power. The country’s improved regulatory environment, large market size, and urgent need for fleet renewal create favorable conditions for the C919’s entry. COMAC’s willingness to invest in support infrastructure and training demonstrates a recognition of the challenges involved.
However, significant hurdles remain. The lack of Western regulatory validation, gaps in maintenance and training infrastructure, and the C919’s dependence on Western technology all pose risks. The experience of previous Chinese aircraft programs in Africa underscores the importance of comprehensive after-sales support and operational reliability. Ultimately, Nigeria’s decision will set a precedent for the rest of the continent, shaping the future of aviation competition and cooperation in Africa for years to come.
FAQ
What is the COMAC C919?
The COMAC C919 is a Chinese-developed single-aisle jet designed to compete with the Airbus A320 and Boeing 737, seating 156–174 passengers and featuring modern avionics and engines.
Why is Nigeria considering certifying the C919?
Nigeria is seeking to modernize its airline fleets and diversify away from the Airbus-Boeing duopoly, leveraging its improved regulatory rating to access new aircraft and financing options.
What are the main challenges for C919 certification in Nigeria?
Challenges include the lack of Western regulatory validation, gaps in local maintenance and training infrastructure, and the need for robust after-sales support to ensure operational reliability.
How could the C919 impact African aviation?
If successfully certified and operated in Nigeria, the C919 could pave the way for broader Chinese aircraft adoption in Africa, increasing competition, reducing costs, and diversifying supply chains.
When might the C919 receive European certification?
EASA certification is not expected before 2028–2031, as the validation process for new manufacturers is lengthy and complex.
Sources
Photo Credit: The Seattle Times
Aircraft Orders & Deliveries
Fitch Upgrades Phoenix Aviation Capital Rating to B Plus
Fitch Ratings upgrades Phoenix Aviation Capital’s corporate rating to B+ as fleet grows to 30 aircraft with $1.6B net book value and diversified portfolio.
This article is based on an official press release from Phoenix Aviation Capital.
On May 11, 2026, Phoenix Aviation Capital announced a corporate rating upgrade from Fitch Ratings, moving from ‘B’ to ‘B+’ with a stable outlook. According to the official press release, the Dublin-based full-service aircraft lessor has experienced rapid growth and portfolio stabilization since its formation in April 2024. Managed by AIP Capital and operating as a portfolio company of funds advised by affiliates of BC Partners Advisors L.P., Phoenix has quickly established a significant footprint in the global aviation leasing market.
The rating upgrade reflects the company’s successful execution of its business strategy, which centers on acquiring in-demand, next-generation aircraft. Over the past two years, Phoenix has expanded its fleet to 30 aircraft, reaching a net book value (NBV) of $1.6 billion as of March 31, 2026. This marks a substantial increase from the 17 aircraft the company held just one year prior.
Rapid Fleet Expansion and Financial Milestones
According to the company’s announcements and supplementary industry data, Phoenix has raised over $2.5 billion in debt capital across various loan facilities and capital markets issuances to fund its expansion. Notable transactions include an inaugural $592 million Term Loan B offering in October 2025, which was later upsized by $42 million in March 2026, and an inaugural $600 million unsecured note issuance.
Alongside the corporate rating upgrade, Fitch also upgraded Phoenix’s senior unsecured notes to ‘B+’ from ‘B’ with a recovery rating of ‘RR4’. Additionally, the company’s secured Term Loan B was upgraded to ‘BB’ from ‘BB-‘ with a recovery rating of ‘RR2’.
Diversifying the Lessee Portfolio
A key driver behind the rating revision is the lessor’s improved portfolio diversification. Industry reports indicate that Phoenix has successfully mitigated its single-lessee concentration risk as it has scaled. The company’s single largest lessee now accounts for 15 percent of its net book value, a notable decrease from 29 percent just one year ago. Furthermore, Phoenix has broadened its geographic reach, expanding its customer base from seven airlines in six countries to 13 airlines across 10 countries.
Strategic Focus on Next-Generation Aircraft
Phoenix Aviation Capital maintains a strict focus on financing modern, fuel-efficient aircraft, aligning with global airlines’ push to modernize fleets, improve fuel economics, and meet sustainability targets. Recent leasing activity highlights this strategy in action. In late April and early May 2026, Phoenix and AIP Capital executed long-term lease agreements for two Boeing 737 MAX 8 aircraft with 9 Air, a Chinese low-cost carrier controlled by Juneyao Airlines. The first of these aircraft was delivered on April 28, 2026.
“We are pleased to announce the rating revision Phoenix received from Fitch. This achievement reflects the strength and execution of the Phoenix strategy of growing and diversifying its portfolio of in-demand, next-generation aircraft, while also expanding its lending group and availability of debt capital.”
— Jared Ailstock, Managing Partner at AIP Capital, in the company’s press release.
AirPro News analysis
We view Phoenix Aviation Capital’s rapid scaling as a strong indicator of the current robust demand for next-generation aircraft in the commercial leasing sector. Reaching a 30-aircraft fleet and a $1.6 billion net book value within 24 months of formation requires substantial capital access and deep industry relationships. The institutional backing of AIP Capital, which manages approximately $7.5 billion in assets, alongside BC Partners, provides Phoenix with the necessary financial leverage to execute large-scale capital markets transactions. The Fitch upgrade validates this aggressive yet risk-managed growth strategy, particularly the deliberate reduction in lessee concentration and the expansion into high-demand Asian markets.
Frequently Asked Questions
What is Phoenix Aviation Capital?
Formed in April 2024, Phoenix Aviation Capital is a Dublin-based full-service commercial aircraft lessor focused on financing modern, next-generation aircraft for global airlines. It is managed by AIP Capital.
Why did Fitch Ratings upgrade Phoenix Aviation Capital?
Fitch upgraded the company’s corporate rating to ‘B+’ based on its improving scale, strong execution of its business strategy, and enhanced portfolio diversification, including a significant reduction in single-lessee concentration risk.
How large is Phoenix Aviation Capital’s fleet?
As of March 31, 2026, the company’s fleet consists of 30 aircraft with a net book value of $1.6 billion.
Sources:
Photo Credit: Phoenix Aviation Capital
Commercial Aviation
Uganda Airlines Shifts to Boeing Jets Amid Fleet and Maintenance Challenges
Uganda Airlines shifts from Airbus to Boeing aircraft following maintenance disputes, wet-leasing from Ethiopian Airlines, and plans a 10-year fleet expansion.
This article summarizes reporting by The East African. The original report may be paywalled; this article summarizes publicly available elements and public remarks.
Uganda Airlines is executing a major strategic and operational reset, pivoting its fleet strategy toward Boeing aircraft under the guidance of interim CEO Girma Wake. According to reporting by The East African, the carrier is moving away from its reliance on Airbus widebodies following severe maintenance disputes and operational disruptions that grounded key aircraft.
The shift comes as the airline seeks to stabilize its network and stem historical financial losses. To provide immediate relief, the airline has secured wet-leased Boeing 737-800 capacity from Ethiopian Airlines, ensuring regional routes remain serviced while long-term procurement plans are finalized.
Backed by significant capital injections from the Ugandan government, Wake’s 10-year turnaround strategy aims to nearly double the airline’s route network and establish a unified, commercially viable fleet architecture.
The Airbus A330neo and Rolls-Royce Dispute
Grounding of the Widebody Fleet
A primary catalyst for the airline’s current crisis is a severe maintenance and financial dispute regarding its two Airbus A330-800neo widebody jets. These Commercial-Aircraft are powered by Rolls-Royce Trent 7000 engines, which are tied to the manufacturer’s “TotalCare” maintenance program. According to the source report, this program requires monthly payments for guaranteed maintenance and spare parts.
As the aircraft aged and maintenance demands increased, Uganda Airlines fell into arrears. Consequently, Rolls-Royce suspended certain support services. The East African notes that the airline was left highly vulnerable, as there are no certified independent third-party maintenance providers for these specific engines.
Accelerated Engine Wear
To compensate for other grounded regional jets, Uganda Airlines deployed the A330neos on medium-haul and regional routes, including Nairobi, Johannesburg, and Lagos. This operational decision accelerated engine wear, causing the engines to rapidly hit the 1,000-flight-cycle mandatory inspection threshold for high-pressure turbine blades. Both A330neos were subsequently grounded in December 2025, severely disrupting lucrative long-haul routes to London, Dubai, and Mumbai.
Immediate Relief Through Ethiopian Airlines Partnership
Wet-Leasing Boeing 737-800s
To restore network reliability and schedule flexibility, interim CEO Girma Wake initiated an aggressive short-term recovery plan. The East African reports that Uganda Airlines has wet-leased two Boeing 737-800 aircraft from Ethiopian Airlines. Under this arrangement, Ethiopian Airlines provides the aircraft, crew, maintenance, and insurance.
The first of these aircraft, registered as ET-APL and equipped with modern scimitar winglets, arrived at Entebbe International Airports on May 12, 2026. A second Boeing 737-800 is expected to join the fleet in June 2026. This strategic move eases pressure on the regional network, restores capacity, and allows the airline to reposition its Airbus A330 fleet strictly for long-haul operations once they are repaired.
Long-Term Strategy and the Boeing Pivot
A 10-Aircraft Acquisition Plan
During an April 2026 staff town hall, Wake announced a sweeping shift in fleet strategy, signaling that Uganda Airlines will transition into a Boeing-led operator. The airline plans to acquire 10 new Boeing aircraft to replace its currently fragmented fleet structure.
According to internal communications cited in the reporting, the proposed order includes four Boeing 787 Dreamliners, four Boeing 737 MAX aircraft, and two Boeing 767 freighters.
Network Expansion and Government Backing
Unveiled at a recent annual general meeting, the airline’s new 10-year plan targets expanding its route network to 32 regional and international destinations, up from the current 17 destinations in 14 countries. The plan also includes major infrastructure investments, such as an upgraded head office, a maintenance hangar, and a cargo warehouse.
The Ugandan government is heavily backing Wake’s turnaround strategy. According to figures attributed to the Ugandan Ministry of Finance, parliament approved a UGX 422.26 billion ($113.3 million) supplementary allocation in December 2025, earmarked specifically for fleet expansion and capacity building. Furthermore, the government has approved an additional UGX 145 billion capital injection under the 2026/27 budget to stabilize operations.
Leadership Shake-Up and Financial Context
The “Godfather of African Aviation” Takes the Helm
Since its revival in 2019, Uganda Airlines has struggled to balance political expectations with commercial sustainability, accumulating over UGX 1 trillion in historical losses. In February 2026, amid rising scrutiny over governance and management challenges, former CEO Jenifer Bamuturaki stepped down.
President Yoweri Museveni appointed 82-year-old Girma Wake, former CEO of Ethiopian Airlines and RwandAir, often dubbed the “Godfather of African Aviation”, as interim CEO and consultant to steer the carrier’s transition.
“Wake’s strategy reflects a shift from politically driven decisions to strict, commercially viable aviation management.”
This assessment from the research report highlights the credibility Wake brings to the struggling carrier.
Despite historical financial struggles, the airline recently reported a 27 percent lower net loss for the 2024/25 financial year, with revenue growing by 22 percent to UGX 437.3 billion ($116.5 million). The carrier now accounts for about 27 percent of passenger traffic at Entebbe International Airport.
AirPro News analysis
We view Uganda Airlines’ pivot from Airbus to Boeing as a structural reset rather than a simple procurement choice. The severe maintenance dispute with Rolls-Royce perfectly illustrates the harsh economics of running an airline in Africa, where smaller carriers often struggle to balance rigid, expensive Western maintenance contracts against high operating costs and supply chain vulnerabilities.
Moving away from the A330neo to the Boeing 787 Dreamliner and 737 MAX indicates a desire for a more unified, reliable, and scalable fleet architecture. By leveraging Wake’s deep industry ties, evidenced by the rapid wet-lease agreement with Ethiopian Airlines, Uganda Airlines is positioning itself for operational stability. However, the ultimate success of this 10-year plan will depend heavily on sustained government funding and a strict adherence to commercial priorities over political interference.
Frequently Asked Questions
Why did Uganda Airlines ground its Airbus A330neos?
The aircraft were grounded in December 2025 due to a combination of maintenance payment arrears with Rolls-Royce and accelerated engine wear. Deploying the widebody jets on shorter regional routes caused the engines to rapidly hit their 1,000-flight-cycle mandatory inspection threshold.
What aircraft is Uganda Airlines currently leasing?
To maintain its flight schedules, the airline has wet-leased two Boeing 737-800 aircraft from Ethiopian Airlines. The first arrived in May 2026, with the second expected in June 2026.
What does the proposed Boeing order include?
The long-term fleet expansion plan includes the acquisition of 10 Boeing aircraft: four 787 Dreamliners, four 737 MAX narrowbodies, and two 767 freighters.
Sources: The East African
Photo Credit: Business Times Uganda
Aircraft Orders & Deliveries
Berjaya Air Receives First ATR 72-600 HighLine All-Business Class
Berjaya Air takes delivery of the first ATR 72-600 with ATR HighLine all-business class cabin, launching premium regional travel in Asia-Pacific.
On May 20, 2026, Malaysian carrier Berjaya Air received the world’s first ATR 72-600 Commercial-Aircraft equipped with the ATR HighLine “All-Business Class” configuration. According to an official press release from ATR Aircraft, this Delivery marks a significant milestone for both the airline and the Manufacturers, introducing a new standard of premium regional travel to the Asia-Pacific market.
The newly delivered turboprop combines the luxurious, semi-private experience typically associated with business jets with the operational efficiency of a regional aircraft. As noted in the ATR announcement, the cabin concept recently secured Certification from the European Union Aviation Safety Agency (EASA) and Malaysian aviation authorities earlier in May 2026, clearing it for global commercial operations.
Industry research indicates that Berjaya Air will utilize this aircraft to connect passengers to premium destinations, with a second identical aircraft expected to join the fleet in the third quarter of 2026.
Redefining the Regional Cabin Experience
The ATR HighLine configuration is tailored to deliver an “affordable luxury” experience. According to the manufacturer’s specifications, the bespoke cabin accommodates just 26 passengers in a spacious 1-by-1 seating layout. This design ensures direct aisle access and multiple window views for every guest on board.
Premium Seating and Spatial Design
The aircraft features handcrafted ETEREA seats manufactured by Geven. The press release highlights that these are the widest seats ever installed on an ATR platform, providing passengers with generous living space, integrated stowage, and a refined personal side console.
A notable design shift in this configuration is the removal of traditional overhead storage bins. ATR replaced these with sleek valence panels, a modification that floods the interior with natural light and creates a spatial volume comparable to large private jets.
Strategic Routes and Operational Efficiency
Berjaya Air plans to deploy the new ATR 72-600 to enhance connectivity across its portfolio of hotels and resorts. The inaugural commercial flight will launch a new route connecting Subang, Malaysia, to Koh Samui, Thailand.
Beyond the initial route, the airline intends to expand its regional network with direct connections throughout Malaysia, Thailand, Vietnam, and Indonesia. The service will also cater to island destinations like Redang and Langkawi, and the aircraft will be available for private charter operations across the Asia-Pacific region.
Leadership Perspectives
“Taking delivery of the world’s first ATR 72-600 in ATR HighLine configuration marks an important step in Berjaya Air’s transformation journey,” said Syed Ali Shahul Hameed, Group CEO of Berjaya Property Berhad, in the official release.
Nathalie Tarnaud Laude, Chief Executive Officer of ATR, added that the collection “opens new possibilities for operators seeking exceptional onboard comfort while leveraging all the efficiency and operational benefits of the aircraft.”
AirPro News analysis
The introduction of the ATR HighLine configuration underscores a growing industry trend toward premium, short-haul regional travel. By pairing a VIP-level cabin with a highly efficient turboprop airframe, operators like Berjaya Air can offer luxury travel with a significantly lower carbon footprint and reduced operating costs compared to similarly sized regional jets.
This delivery also highlights ATR’s strategic push into the boutique and semi-private carrier market. With other operators such as Air Tahiti and Air Cambodia already adopting variations of the HighLine collection, we are observing a clear market momentum for flexible, premium turboprop configurations that bridge the gap between commercial regional flights and private aviation.
Frequently Asked Questions
When did Berjaya Air receive the first ATR HighLine aircraft?
The airline took delivery of the aircraft on May 20, 2026.
How many passengers does the all-business class ATR 72-600 hold?
The bespoke cabin accommodates 26 passengers in a 1-by-1 seating layout.
What is the inaugural route for this aircraft?
The aircraft’s first commercial flight will connect Subang (Malaysia) and Koh Samui (Thailand).
Are more of these aircraft on order?
Yes, Berjaya Air is expected to receive a second ATR 72-600 in the same configuration in the third quarter of 2026.
Sources
Photo Credit: ATR Aircraft
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