Commercial Aviation
LOT Polish Airlines Wet-Leases Airbus A320 for Warsaw Tel Aviv Route
LOT Polish Airlines wet-leases an Airbus A320 from Electra Airways to serve its Warsaw-Tel Aviv route during winter 2025/2026 season.
In a move that underscores the need for operational agility in a complex market, LOT Polish Airlines has secured an Airbus A320-200 through a wet-lease agreement to service its daily route between Warsaw and Tel Aviv. This arrangement with Bulgarian ACMI specialist Electra Airways is set for the entire winter 2025/2026 season, highlighting a tactical approach to managing capacity on a route characterized by both high demand and regional volatility. The decision allows LOT to maintain a consistent presence in a recovering market without the long-term financial commitments of a direct aircraft acquisition.
The strategy of wet-leasing, also known as an ACMI lease, is a well-established practice in the aviation industry. It provides the lessee airline with not just the aircraft but also the crew, maintenance, and insurance, offering a turnkey solution for rapid capacity adjustments. For LOT, this approach is particularly relevant for the Tel Aviv route. The airline was among the first to resume services following the 2024 Israel-Lebanon ceasefire, but the route has faced suspensions due to security concerns. This new agreement demonstrates a calculated effort to balance robust passenger demand with the operational challenges inherent in the region, ensuring service continuity while mitigating risk.
This partnership with Electra Airways replaces a previously suspended contract with Hello Jets, which had operated the route using a Boeing 737-800. The switch to an Airbus A320 marks a slight but deliberate adjustment in capacity and signals a flexible fleet management strategy. As the Tel Aviv market continues to show significant growth, with numerous international carriers expanding their services, LOT’s use of a wet-lease positions it to compete effectively while remaining adaptable to shifting circumstances.
The core of this new arrangement is a 19.1-year-old Airbus A320-200, registered as LZ-EAH. The aircraft is owned by Genesis Aircraft Services and has a history of service with several carriers, including its first delivery to Air Arabia in 2006, followed by stints with Rossiya, Interjet, and Ultra Air. This seasoned aircraft is configured with 180 all-economy seats, powered by CFM International CFM56 engines. The choice of this specific aircraft represents a minor capacity reduction from the 189-seat Boeing 737-800 previously used by Hello Jets, suggesting a strategic fine-tuning of supply to meet current demand projections for the winter season.
Commercial operations under this new agreement began on October 26, 2025. The aircraft was ferried from Varna, Bulgaria, to Tel Aviv the day before, ready to commence its daily round-trip service to Warsaw Chopin. An interesting operational detail is that the aircraft is scheduled to be parked overnight in Tel Aviv, a logistical choice that streamlines its daily schedule. This comprehensive ACMI lease ensures that all aspects of the operation, from flight crew to line maintenance, are handled by Electra Airways, allowing LOT to focus on sales and network integration.
The decision to wet-lease is not an isolated one for LOT. The Polish flag carrier is also planning to wet-lease a B777-200ER from Privilege Style starting in late November 2025. This broader pattern indicates that leasing is a key component of LOT’s current operational strategy, used to supplement its in-house fleet during periods of high demand or when specific aircraft types are needed for particular routes. It provides a crucial buffer, enabling the airline to seize market opportunities without overextending its own resources.
By utilizing a wet-lease, LOT can navigate the complexities of the Tel Aviv market, balancing significant, double-digit capacity growth with the flexibility needed to respond to regional instability.
LOT’s reliance on a wet-lease for the Tel Aviv route is a direct reflection of the market’s unique dynamics. The region is experiencing a strong rebound in air travel, with major players like KLM, Scandinavian Airlines, Etihad Airways, and Delta all expanding their services. This influx of capacity creates a highly competitive environment. For LOT, using an ACMI lease is a low-risk way to maintain its market share and cater to the growing demand without committing to a permanent fleet expansion on a route that has historically been subject to sudden disruptions.
The move also introduces a temporary diversification to LOT’s narrowbody fleet, which is composed exclusively of Boeing aircraft, specifically, eighteen B737-8s and six B737-800s. While the A320 is operated by Electra Airways, its presence in LOT’s schedule is a noteworthy tactical decision. It allows the airline to maintain service without needing to train its own crews or establish maintenance protocols for a new aircraft type, showcasing the efficiency of the ACMI model. This flexibility is paramount in post-ceasefire environments where market conditions can evolve rapidly. Ultimately, this strategy is about resource management and risk mitigation. By outsourcing the operational complexities of the Tel Aviv route to a specialist like Electra Airways, LOT can allocate its own Boeing fleet to other parts of its network. This ensures that its core fleet is deployed in the most stable and predictable markets, while the more volatile routes are served through flexible, short-to-medium-term leasing arrangements. It’s a pragmatic approach that prioritizes both service continuity for passengers and financial prudence for the airline.
LOT Polish Airlines’ decision to wet-lease an Airbus A320 for its Warsaw-Tel Aviv service is more than a simple fleet adjustment; it’s a clear indicator of a broader industry trend toward greater operational flexibility. The agreement with Electra Airways allows LOT to serve a high-demand, high-yield market while insulating itself from the associated risks of regional instability. By leveraging the ACMI model, the airline can adapt its capacity on short notice, a crucial capability in today’s unpredictable geopolitical landscape.
As we look ahead, this type of strategic partnership is likely to become more common. For airlines navigating the post-pandemic recovery and ongoing global uncertainties, the ability to scale operations up or down without the long-term burden of aircraft ownership is invaluable. LOT’s move serves as a case study in modern airline management, where agility, strategic partnerships, and a keen understanding of market-specific risks are the keys to sustainable success. It demonstrates a forward-thinking approach to maintaining a robust network in an ever-changing world.
Question: What is a wet-lease or ACMI agreement? Question: Why is LOT Polish Airlines using a Bulgarian airline for this route? Question: Does this mean LOT is permanently adding Airbus aircraft to its fleet?
LOT Polish Airlines Secures A320 for Tel Aviv Route in Strategic Wet-Lease Deal
A Closer Look at the Agreement and Aircraft
Strategic Implications in a Competitive Market
Conclusion: Agility as the New Standard
FAQ
Answer: A wet-lease, also known as ACMI, is an agreement where one airline (the lessor) provides an Aircraft, Crew, Maintenance, and Insurance to another airline (the lessee). It’s a comprehensive leasing package that allows the lessee to quickly add flight capacity without owning the aircraft or directly employing the crew.
Answer: Electra Airways is an ACMI specialist, meaning its business model is to provide wet-lease services to other airlines. The nationality of the provider is less important than its expertise, aircraft availability, and ability to meet the operational and regulatory requirements for the route. This is a common practice in the global aviation industry.
Answer: No, this is a temporary arrangement for the winter 2025/2026 season. LOT’s own narrowbody fleet remains exclusively composed of Boeing aircraft. The Airbus A320 is operated by Electra Airways on behalf of LOT and is not being integrated into LOT’s permanent fleet.
Sources
Photo Credit: Pedro Aragão – JetPhotos
Aircraft Orders & Deliveries
Qanot Sharq Receives First Airbus A321XLR in Central Asia
Qanot Sharq becomes Central Asia’s first operator of the Airbus A321XLR, expanding long-haul routes to North America and Asia from Tashkent.
This article is based on an official press release from Airbus and Qanot Sharq.
On December 19, 2025, Qanot Sharq, Uzbekistan’s first private airline, officially took delivery of its first Airbus A321XLR (Extra Long Range) aircraft. The delivery, facilitated through a lease agreement with Air Lease Corporation (ALC), marks a historic milestone for aviation in the region, as Qanot Sharq becomes the launch operator of the A321XLR in Central Asia and the Commonwealth of Independent States (CIS).
This aircraft is the first of four confirmed A321XLR units destined for the carrier. According to the official announcement, the airline intends to utilize the aircraft’s extended range to open new long-haul markets that were previously inaccessible to single-aisle jets, including planned services to North America and East Asia.
The newly delivered A321XLR is powered by CFM International LEAP-1A engines and features a two-class layout designed to balance capacity with passenger comfort on longer sectors. The aircraft accommodates a total of 190 passengers.
In addition to the seating configuration, the aircraft is fitted with Airbus’ “Airspace” cabin interior. Key features include customizable LED lighting, lower cabin altitude settings to reduce jet lag, and XL overhead bins that provide 60% more storage capacity compared to previous generation aircraft.
Nosir Abdugafarov, the owner of Qanot Sharq, emphasized the strategic importance of the delivery in a statement regarding the fleet expansion.
“The A321XLR’s exceptional range and efficiency will allow us to offer greater comfort and convenience while maintaining highly competitive operating economics.”
, Nosir Abdugafarov, Owner of Qanot Sharq
The introduction of the A321XLR allows Qanot Sharq to deploy a narrowbody aircraft on routes typically reserved for widebody jets. With a range of up to 4,700 nautical miles (8,700 km), the airline plans to connect Tashkent with destinations in Europe, Asia, and North America.
According to the airline’s strategic roadmap, the new fleet will support route expansion to Sanya (China) and Busan (South Korea). Furthermore, the airline has explicitly outlined plans to serve New York (JFK) via Budapest. While the A321XLR has impressive range, the distance between Tashkent and New York (approximately 5,500 nm) necessitates a technical stop. Budapest will serve as this intermediate point, potentially allowing the airline to tap into passenger demand between Central Europe and the United States, subject to regulatory approvals. AJ Abedin, Senior Vice President of Marketing at Air Lease Corporation, noted the geographical advantages available to the airline.
“Qanot Sharq is uniquely positioned to unlock the full potential of the A321XLR due to its strategic location in Uzbekistan, bridging Europe and Asia.”
, AJ Abedin, SVP Marketing, Air Lease Corporation
The delivery of the A321XLR signals a distinct shift in the competitive landscape of Uzbek aviation. Until now, long-haul flights from Tashkent,specifically to the United States,have been the exclusive domain of the state-owned flag carrier, Uzbekistan Airways, which utilizes Boeing 787 Dreamliners for non-stop service.
By adopting the A321XLR, Qanot Sharq appears to be pursuing a “long-haul low-cost” hybrid model. The A321XLR burns approximately 30% less fuel per seat than previous-generation aircraft, allowing the private carrier to operate long routes with significantly lower trip costs than its state-owned competitor. While the one-stop service via Budapest will result in a longer total travel time compared to Uzbekistan Airways’ direct flights, the lower operating costs could allow Qanot Sharq to offer more competitive fares, appealing to price-sensitive travelers and labor migrants.
Furthermore, the choice of Budapest as a stopover is strategic. If Qanot Sharq secures “Fifth Freedom” rights,which are currently a subject of regulatory negotiation,it could monetize the empty seats on the Budapest-New York sector, effectively competing in the transatlantic market while serving its primary base in Central Asia.
Sources: Airbus Press Release, Air Lease Corporation
Qanot Sharq Becomes First Central Asian Operator of Airbus A321XLR
Aircraft Configuration and Capabilities
Strategic Network Expansion
AirPro News Analysis: The Long-Haul Low-Cost Shift
Sources
Photo Credit: Airbus
Airlines Strategy
Kenya Airways Plans Secondary Hub in Accra with Project Kifaru
Kenya Airways advances plans for a secondary hub at Accra’s Kotoka Airport, leveraging partnerships and regional aircraft to boost intra-African connectivity.
This article summarizes reporting by AFRAA and official statements from Kenya Airways.
Kenya Airways (KQ) is moving forward with strategic plans to establish a secondary operational hub at Kotoka International Airport (ACC) in Accra, Ghana. According to reporting by the African Airlines Association (AFRAA) and recent company statements, this initiative represents a critical pillar of “Project Kifaru,” the airlines‘s three-year recovery and growth roadmap.
The proposed expansion aims to deepen intra-African connectivity by positioning Accra as a pivotal node for West African operations. Rather than launching a wholly-owned subsidiary, a model that requires heavy capital expenditure, Kenya Airways intends to utilize a partnership-driven approach, leveraging existing relationships with regional carriers to feed long-haul networks.
While the Kenyan government formally requested permission for the hub in May 2025, Kenya Airways CEO Allan Kilavuka confirmed in December 2025 that the plan remains under active study. A final decision on the full execution of the project is expected in 2026.
The core of the Accra strategy involves basing aircraft directly in West Africa to serve high-demand regional routes. According to details emerging from the planning phase, Kenya Airways intends to deploy three Embraer E190-E1 aircraft to Kotoka International Airport. These aircraft will facilitate regional connections, feeding passengers into the carrier’s long-haul network and supporting the logistics needs of the region.
This operational shift marks a departure from the traditional “hub-and-spoke” model centered exclusively on Nairobi. By establishing a presence in Ghana, KQ aims to capture traffic in a market currently dominated by competitors such as Ethiopian Airlines (via its ASKY partner in Lomé) and Air Côte d’Ivoire.
A key component of this strategy is the airline’s collaboration with Ghana-based Africa World Airlines (AWA). Kenya Airways signed a codeshare agreement with AWA in May 2022. This partnership allows KQ to connect passengers from its Nairobi-Accra service to AWA’s domestic and regional network, covering destinations like Kumasi, Takoradi, Lagos, and Abuja.
Industry observers note that this “capital-light” model reduces the financial risks associated with starting a new airline from scratch. Instead of competing directly on every thin route, KQ can rely on AWA to provide feed traffic while focusing its own metal on key trunk routes. The push for a West African hub comes as Kenya Airways navigates a complex financial recovery. The airline reported a significant milestone in the 2024 full financial year, posting an operating profit of Ksh 10.5 billion and a net profit of Ksh 5.4 billion, its first profit in 11 years. This resurgence provided the initial confidence to pursue the growth phase of Project Kifaru.
However, the first half of 2025 presented renewed challenges. The airline reported a Ksh 12.2 billion loss for the period, attributed largely to currency volatility and the grounding of its Boeing 787 fleet due to global spare parts shortages. These financial realities underscore the necessity of the proposed low-capital expansion model in Accra.
The strategy focuses on collaboration with existing African carriers rather than creating a new airline from scratch.
, Summary of Kenya Airways’ strategic approach
The viability of the Accra hub relies heavily on the Single African Air Transport Market (SAATM) and “Fifth Freedom” rights, which allow an airline to fly between two foreign countries. West Africa has been a leader in implementing these protocols, making Accra a legally feasible location for a secondary hub.
Furthermore, the African Continental Free Trade Area (AfCFTA) secretariat is headquartered in Accra. Kenya Airways is positioning itself to support the trade bloc by facilitating the movement of people and cargo between East and West Africa. The airline has already introduced Boeing 737-800 freighters to serve key destinations including Lagos, Dakar, Freetown, and Monrovia.
The decision to delay a final “go/no-go” confirmation until 2026 suggests a prudent approach by Kenya Airways management. While the West African market is lucrative, it is also saturated with aggressive competitors like Air Peace and the well-entrenched ASKY/Ethiopian Airlines alliance. By opting for a partnership model with Africa World Airlines rather than a full subsidiary, KQ avoids the “cash burn” trap that led to the collapse of previous pan-African airline ventures. If successful, this could serve as a blueprint for other mid-sized African carriers looking to expand without overleveraging their balance sheets.
What aircraft will be based in Accra? When will the hub become operational? How does this affect the Nairobi hub?
Kenya Airways Advances Plans for Secondary Hub in Accra Under ‘Project Kifaru’
Operational Strategy: The ‘Mini-Hub’ Model
Partnership with Africa World Airlines
Financial Context and ‘Project Kifaru’
Regulatory Landscape and Competition
AirPro News Analysis
Frequently Asked Questions
Current plans indicate that Kenya Airways intends to base three Embraer E190-E1 aircraft at Kotoka International Airport.
While planning is underway and government requests have been filed, a final decision on full execution is not expected until 2026.
Nairobi (Jomo Kenyatta International Airport) remains the primary hub. The Accra facility is designed as a secondary node to improve regional connectivity and feed traffic back into the global network.
Sources
Photo Credit: Embraer – E190
Commercial Aviation
Derazona Helicopters Receives First H160 for Energy Missions in Southeast Asia
Airbus delivers the first H160 to Derazona Helicopters in Indonesia, enhancing offshore oil and gas transport with advanced fuel-efficient technology.
This article is based on an official press release from Airbus Helicopters.
On December 19, 2025, Airbus Helicopters officially delivered the first H160 rotorcraft to Derazona Helicopters (PT. Derazona Air Service) in Jakarta, Indonesia. According to the manufacturer’s announcement, this delivery represents a significant regional milestone, as Derazona becomes the first operator in Southeast Asia to utilize the H160 specifically for energy sector missions, including offshore oil and gas transport.
The handover marks the culmination of a strategic acquisition process that began with an initial order in April 2021. Derazona, a historic Indonesian aviation company established in 1971, intends to deploy the medium-class helicopter for a variety of critical missions, ranging from offshore transport to utility operations and commercial passenger services.
The introduction of the H160 into the Indonesian market signals a shift toward modernizing aging fleets in the archipelago. Derazona Helicopters stated that the aircraft will play a pivotal role in their expansion within the oil and gas sector, a primary economic driver for the region.
In a statement regarding the delivery, Ramadi Widyardiono, Director of Production at Derazona Helicopters, emphasized the operational advantages of the new airframe:
“The arrival of our first H160 marks an exciting chapter for Derazona Helicopters. As the pioneer operator of this aircraft for energy missions in Southeast Asia, we are eager to deploy its unique capabilities to serve our various clients with the highest levels of safety and efficiency. The H160’s proven performance will be key to reinforcing our position as a leader in helicopter services in Southeast Asia.”
Airbus executives echoed this sentiment, highlighting the aircraft’s suitability for the demanding geography of Indonesia. Regis Magnac, Vice President Head of Energy, Leasing and Global Accounts at Airbus Helicopters, noted the importance of this partnership:
“We are proud to see the H160 enter service in Southeast Asia, cementing our relationship with Derazona as they become the region’s launch customer for energy missions. The H160 represents a true generational leap, built to be an efficient, reliable, and comfortable workhorse, perfectly suited for the demanding operational requirements of the Indonesian energy sector.”
According to technical data provided by Airbus, the H160 is designed to replace previous-generation medium helicopters such as the AS365 Dauphin and H155. The aircraft incorporates several proprietary technologies aimed at improving safety and reducing environmental impact.
Key technical features cited in the release include: Airbus claims the H160 delivers a 15% reduction in fuel burn compared to previous generation engines, aligning with the energy sector’s increasing focus on reducing Scope 1 and 2 emissions in their logistics supply chains.
The delivery of the H160 to Derazona Helicopters reflects a broader trend we are observing across the Asia-Pacific aviation market: the prioritization of “eco-efficient” logistics. As oil and gas majors face stricter carbon reporting requirements, the pressure cascades down to their logistics providers.
By adopting the H160, Derazona is not merely upgrading its fleet age; it is positioning itself competitively to bid for contracts with energy multinationals that now weigh carbon footprint heavily in their tender processes. The move away from legacy airframes like the Bell 412 or Sikorsky S-76 toward next-generation composite aircraft suggests that fuel efficiency is becoming as critical a metric as payload capacity in the offshore sector.
Who is the operator of the new H160? What is the primary use of this aircraft? How does the H160 improve upon older helicopters? When was this specific aircraft ordered? Sources: Airbus Helicopters Press Release
Derazona Helicopters Becomes Southeast Asia’s First H160 Energy Operator
Modernizing Indonesia’s Energy Fleet
Technical Profile: The H160
AirPro News Analysis
Frequently Asked Questions
The operator is PT. Derazona Air Service (Derazona Helicopters), an Indonesian aviation company headquartered at Halim Perdanakusuma Airport, Jakarta.
It will be used primarily for offshore energy transport (supporting oil rigs), as well as utility missions and VIP transport.
The H160 offers a 15% reduction in fuel consumption, significantly lower noise levels due to Blue Edge™ blades, and advanced Helionix® avionics for improved safety.
Derazona originally placed the order for this H160 in April 2021.
Photo Credit: Airbus
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