This article is based on an official press release from the Port of Seattle.

SEA Airports and Alaska Airlines Finalize $546 Million Gateway Project

On Wednesday, January 28, 2026, the Port of Seattle and Alaska Airlines officially marked the completion of the SEA Gateway Project, a massive modernization effort at Seattle-Tacoma International Airport (SEA). The $546 million renovation has transformed the North Main Terminal, delivering a revamped “front door” for the airport just months before the city hosts matches for the FIFA World Cup in the summer of 2026.

According to the Port of Seattle, the five-year partnership with Alaska Airlines focused on upgrading 40-year-old infrastructure to meet the demands of modern travel. The project, designed by HOK and built by Hensel Phelps, added approximately 24,000 square feet of new space while reconfiguring existing areas to improve passenger flow, accessibility, and technology integration.

Modernizing the Passenger Experience

The primary objective of the SEA Gateway Project was to relieve congestion in one of the airport’s busiest sectors. The renovation has introduced an open architecture design, removing low ceilings and obstructive walls to create a light-filled environment intended to evoke the Pacific Northwest landscape.

Streamlined Check-In and Security

A centerpiece of the upgrade is the reconfiguration of the ticketing and check-in areas. Alaska Airlines has implemented a new “Bridge Level” check-in area, allowing passengers to print tags and drop bags before entering the main terminal congestion zone. This area features the airline’s latest self-service technology, including iPad-based tagging stations and automated bag drop belts.

Security throughput has also been addressed with the redesign of Checkpoint 5. The expansion aims to reduce bottlenecks and increase the speed at which passengers move from the curb to the gate. Supporting these surface-level changes is a completely optimized baggage handling system designed to support the new automated drop stations.

“From initial planning to final construction, this project has been years in the making… We now have an amazing space with innovative technology in our lobby that provides for a more seamless travel experience.”

, Shane Jones, Senior VP of Fleet, Revenue Products & Real Estate at Alaska Airlines

Art and Design: The Pacific Northwest Portal

Moving away from the enclosed feel of the 1970s-era terminal, the new design emphasizes natural light, wood accents, and natural stone. The project includes significant artistic contributions designed to welcome international and domestic travelers alike.

Notable installations include “Cosmic” by Jennifer Steinkamp, a massive digital art piece featuring a “digital orchard” of Cosmic Crisp apples, paying homage to Washington State’s agriculture. Additionally, a large-scale glass mosaic by artist Sarah More serves as a focal point for the new ticketing level.

“Everyone has worked tirelessly to bring this multi-level project to life as a portal to the Pacific Northwest. This level of customer service and ease is what people have come to expect of a top-tier international airport, and together, we’ve delivered.”

, Ryan Calkins, Port of Seattle Commission President

Strategic Context and Funding

The completion of the SEA Gateway Project is a key milestone in the broader “Upgrade SEA” capital campaign. With passenger volumes consistently surpassing 52 million annually, the airport has been under pressure to expand capacity. The timing of the completion was strategically aligned with the upcoming 2026 FIFA World Cup, ensuring the facility is ready for the expected influx of global visitors.

Regarding the financial structure of the project, the Port of Seattle confirmed that the $546 million budget utilized no taxpayer dollars. Funding was secured through a combination of Airport Development Funds and future revenue bonds, with the Port reimbursing Alaska Airlines for construction management costs.

AirPro News Analysis

The completion of the SEA Gateway Project reflects a wider industry trend where airports are shifting from purely functional transit hubs to “destination” terminals that emphasize regional identity and high-tech efficiency. By partnering directly with its primary tenant, Alaska Airlines, the Port of Seattle has executed a model of tenant-landlord collaboration that allows for specialized infrastructure tailored to specific carrier technologies, in this case, Alaska’s automated bag drop systems. As SEA prepares for the global stage during the World Cup, this modernization will likely serve as a critical test of the airport’s ability to handle surge capacity while maintaining a high level of passenger experience.

Sources

• Port of Seattle Press Release

This article is based on an official press release from Boeing.

Air India Expands Single-Aisle Fleet with Order for 30 Boeing 737 MAX Jets

On January 29, 2026, Air India finalized a firm orders for 30 additional Boeing 737 MAX aircraft. The deal, which exercises previously held options, includes 20 of the standard 737-8 model and 10 of the larger 737-10 model. This strategic acquisition is designed to bolster the airline’s domestic and regional network as it continues its transformation under Tata Group ownership.

According to the official announcement from Boeing, the order finalizes 10 737-10s that were previously listed as “unidentified” on the manufacturer’s orders and deliveries website. The agreement brings Air India’s total backlog with Boeing to nearly 200 aircraft, a mix that includes both single-aisle jets for domestic growth and widebody aircraft for international expansion.

The move underscores the carrier’s aggressive strategy to capture a larger share of India’s booming aviation market, currently dominated by low-cost carrier IndiGo. By locking in delivery slots for these fuel-efficient jets, Air India aims to increase frequency on metro routes and expand into Tier-2 and Tier-3 cities.

Breakdown of the Order

The purchase is split between two distinct variants of the 737 MAX family, each serving a specific operational role within Air India’s network strategy. All 30 aircraft will be powered by CFM International LEAP-1B engines, which offer a 15-20% improvement in fuel efficiency compared to previous-generation aircraft.

The 737-8 and 737-10 Variants

The majority of the order consists of 20 Boeing 737-8 jets. This variant is widely regarded as the core of the MAX family, offering a balance of range and capacity suitable for high-frequency domestic and short-haul regional routes. With a range of approximately 3,550 nautical miles, the 737-8 provides the versatility needed for Air India’s diverse route map.

The remaining 10 aircraft are the 737-10 model, the largest variant in the MAX family. According to Boeing, this aircraft is designed to carry more passengers at the lowest cost per seat among single-aisle aircraft. The 737-10 can seat up to 230 passengers in a single-class configuration, though Air India is expected to deploy a two-class layout carrying between 188 and 204 passengers.

“This additional order for 30 Boeing 737 aircraft is part of our broader fleet strategy to position Air India firmly for the future, as a world-class global carrier that India deserves and the world expects.”

, Campbell Wilson, CEO & MD, Air India

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Strategic and Financial Context

While the list price for the deal is estimated at approximately $3.8 billion based on 2025 estimates, with the 737-8 valued around $121.6 million and the 737-10 at $135.9 million, industry standard discounts mean the actual transaction value is likely significantly lower. Market estimates suggest the real value of a new 737-8 is closer to $55 million.

Delivery and Certification

Deliveries for these aircraft are scheduled to remain steady over the next few years. A key component of this timeline is the certification of the 737-10. As of January 2026, Boeing is in the final stages of certifying the variant, with entry into service expected to follow shortly after. This would make Air India one of the first operators to introduce the -10 variant into the Indian market.

AirPro News Analysis

This order represents a shift from immediate recovery to long-term capacity planning for Air India. The Indian aviation market is effectively a duopoly, with IndiGo holding a commanding 63-65% market share and the Air India Group (including Air India Express and Vistara) holding approximately 26-27%. To compete effectively, Air India must match IndiGo’s scale and cost efficiency.

The selection of the 737-10 is particularly notable. By opting for the largest variant, Air India is prioritizing seat-mile economics on trunk routes (such as Delhi-Mumbai), where slot constraints limit the ability to simply add more flights. The 737-10 allows the airline to maximize revenue per departure, a critical advantage in slot-constrained airports. Furthermore, the decision to exercise options now ensures Air India retains access to delivery slots in a supply chain that is heavily constrained globally.

Frequently Asked Questions

Is this a new order?
Technically, no. This deal represents the exercise of existing options from previous agreements. The 10 737-10s were previously listed as “unidentified” on Boeing’s books.

When will passengers see these planes?
Deliveries are expected to be steady over the next few years. The 737-10 is expected to enter service following its certification, which is anticipated in 2026.

Why did Air India choose the 737-10?
The 737-10 offers the lowest cost per seat of any single-aisle Boeing jet. It allows Air India to carry more passengers on high-demand routes without adding more flights, which is vital for profitability on dense domestic sectors.

Sources

• Boeing

This article summarizes reporting by Reuters.

Ryanair Targets Free In-Flight Wi-Fi by 2030, Pending Tech Breakthroughs

Ryanair CEO Michael O’Leary has announced a strategic pivot regarding in-flight connectivity, stating that the ultra-low-cost carrier aims to offer free Wi-Fi across its fleet within the next three to five years. According to reporting by Reuters, the timeline places the potential rollout between 2029 and 2031.

However, the plan comes with a significant caveat: the technology must advance sufficiently to eliminate the aerodynamic drag caused by current satellite antennas. O’Leary, known for his strict adherence to cost-cutting measures, emphasized that the airline will not move forward until the hardware imposes zero “fuel penalty.”

This development marks a departure for Ryanair, which has historically rejected in-flight internet due to the added weight and drag associated with the necessary equipment. The airline is reportedly in discussions with major connectivity providers, including SpaceX’s Starlink, Amazon’s Project Kuiper, and Vodafone, to find a solution that fits its ultra-efficient business model.

The “Fuel Penalty” Standoff

The core obstacle to immediate adoption is the operational cost associated with external antennas. In comments cited by Reuters, O’Leary argued that current antenna technology creates significant drag, which increases fuel consumption.

O’Leary estimated the financial impact of this drag to be substantial:

“We are not going to put antennas on the aircraft that create drag and burn more fuel.”

According to the CEO’s figures, a 2% increase in fuel burn caused by external domes could cost the airline between $200 million and $250 million annually. He insists that for the service to be viable, the cost of carriage must be negligible.

The Dispute with Starlink

These figures have been a point of contention. Recent industry reports highlight a public disagreement between O’Leary and SpaceX CEO Elon Musk regarding the actual impact of modern antennas. While O’Leary cites a 2% penalty, Starlink engineers have publicly countered that their modern flat-panel antennas result in a drag penalty closer to 0.2% to 0.3%, a fraction of the airline’s estimate.

Despite the disparity in data, Ryanair maintains that the service must be free for passengers, arguing that travelers on short-haul European flights (averaging 1 to 2 hours) are unwilling to pay for connectivity. This necessitates a model where the operational costs are virtually non-existent.

Technical Feasibility and Implementation

To achieve the goal of zero drag, O’Leary suggested that future antennas might need to be integrated into the aircraft’s existing structure, specifically mentioning the “nose cone or baggage hold” as potential locations.

AirPro News Analysis: The Engineering Reality

While the ambition to hide antennas is logical for aerodynamics, placing them inside the baggage hold presents significant technical hurdles. The fuselage of a Boeing 737 is constructed primarily of aluminum, which acts as a Faraday cage, effectively blocking satellite signals. For an antenna to function from inside the hold, the aircraft skin would likely need to be replaced with a composite material transparent to radio waves, a major and costly structural modification.

Similarly, utilizing the nose cone (radome) poses challenges. This space is already occupied by the aircraft’s critical weather radar. While integrating satellite communications here is theoretically possible, space constraints and potential interference make it a complex engineering task.

It is more likely that the “technology improvement” Ryanair is waiting for refers to the maturation of Electronically Steerable Antennas (ESAs). These ultra-low-profile flat panels sit atop the fuselage but are significantly thinner than traditional domes, drastically reducing drag, even if not eliminating it entirely.

Market Context and Competitors

Ryanair’s potential entry into the Wi-Fi space would place it in direct competition with other low-cost carriers (LCCs) that have already embraced connectivity. The landscape is currently divided between those offering free service and those charging for access.

• JetBlue: Widely considered the gold standard for LCC connectivity, the U.S. carrier offers free, high-speed Wi-Fi to all passengers. They have also signed as a launch partner for Amazon’s Project Kuiper, with installations beginning in 2027.
• Norwegian: The first European LCC to offer free Wi-Fi, providing a basic tier for browsing at no cost, with paid upgrades for streaming.
• Vueling: Offers high-speed connectivity but operates on a paid model, charging passengers based on usage packages.

Ryanair’s strategy appears to align more closely with JetBlue’s future model, leveraging new LEO (Low Earth Orbit) satellite networks like Starlink or Amazon Kuiper to provide high-speed, low-latency connections without the high costs associated with legacy geostationary satellites.

Frequently Asked Questions

When will Ryanair offer Wi-Fi?
The CEO estimates a timeline of 3 to 5 years, placing the launch between 2029 and 2031.

Will Ryanair charge for Wi-Fi?
No. The stated goal is to offer the service completely free, as the airline believes short-haul passengers will not pay for it.

Who will provide the service?
Ryanair is currently talking to Starlink, Amazon Project Kuiper, and Vodafone, but no official partner has been selected.

Sources

• Reuters