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Sun Country Cuts September Flights Due to Crew Attrition and Cargo Growth
Sun Country Airlines reduced about one-third of its September departures following staffing challenges linked to crew attrition and an expanded Amazon Air cargo operation, company officials said.
The gist
Sun Country slashes September schedule by a third amid pilot shortages and rising cargo duties, boosting hiring to restore capacity.
Sun Country Airlines announced a substantial reduction in its September flight schedule, trimming roughly 348 departures, which amounts to about one-third of its previously planned flying for the month. The cutbacks stem from higher-than-anticipated frontline crew attrition combined with increased cargo flying commitments, according to an internal company memo and a statement from the airline. This reduction primarily targets September routes, with schedules for October 2026 through April 2027 remaining largely intact or even expanded on certain corridors.
The affected operations reflect the dual role Sun Country’s crews play in supporting both passenger and cargo services. Allegiant CEO Greg Anderson, communicating with flight crews of both Allegiant and Sun Country, emphasized the intertwined nature of these duties and described the schedule reductions as temporary measures. He underscored ongoing pilot recruitment efforts aimed at rebuilding staffing levels at the Minneapolis/St. Paul base, which serves as Sun Country’s central hub.
Sun Country’s schedule trimming impacted 34 routes, notably suspending seven Minneapolis routes entirely for September. These suspensions include key leisure and regional destinations such as Cancún, San Juan, Destin-Fort Walton Beach, Asheville, Raleigh-Durham, Baltimore/Washington, and Phoenix-Mesa. Other routes that remain active nevertheless saw significant cutbacks — flights between Minneapolis and major airports such as Los Angeles, Orlando, San Francisco, and Chicago O’Hare were scaled back by substantial percentages, with Chicago facing a reduction of about 62%.
Underlying these changes is the growth of Sun Country’s cargo operation for Amazon Air, employing Boeing 737 freighters. The airline has expanded its footprint beyond Minneapolis with a new operational base at Cincinnati/Northern Kentucky International Airport, a key Amazon cargo hub, since January. This expansion has added strain on pilot resources, particularly as experienced pilots have been transitioning into instructor roles under an expanded pilot pathway program, further tightening frontline staffing.
The schedule adjustments come as Allegiant integrates Sun Country following its acquisition completed in mid-May 2026. Despite the corporate consolidation, the two carriers continue to operate under separate certificates, a process expected to extend 18 to 24 months pending FAA approval. Similarly, pilot groups at each airline remain under their respective labor contracts, with Sun Country pilots represented by the Air Line Pilots Association awaiting a new contract negotiation window opening after December 2025.
Allegiant pilots represented by the Teamsters recently concluded contract negotiations securing pay raises and substantial retention bonuses estimated at $300 million. Allegiant CEO Anderson stated no further base closures beyond those announced for Savannah and Bellingham are planned. Future growth in Minneapolis would focus on adding local crew bases instead of displacing current employees, even though some flying might eventually operate from Allegiant’s legacy bases.
Sun Country employs roughly 670 pilots, a workforce that has been impacted by attrition and pilot role shifts. The company’s focus on increasing pilot hiring aims to address these challenges and restore full schedule capacity. However, the dual operational demands of passenger service and an expanding cargo footprint continue to pose staffing complexities.
These developments reflect the dynamic landscape for hybrid passenger-cargo carriers and the operational balancing act required amid growth and labor market pressures. Sun Country’s approach illustrates the immediate operational adjustments necessary to maintain service reliability while expanding cargo capabilities supporting major logistics clients like Amazon Air.
Frequently asked questions
- Why did Sun Country reduce its September flight schedule?
- Sun Country reduced its September schedule due to higher-than-expected frontline crew attrition combined with increased cargo flying operations.
- How many flights did Sun Country cut in September 2026?
- The airline cut approximately 348 departures, which represents about one-third of its previously planned flying for September.
- What impact does Amazon Air have on Sun Country's operations?
- Sun Country's expanded cargo operation for Amazon Air requires more pilot resources and has contributed to staffing pressures affecting their passenger schedule.
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Archer and Beta Launch US Electric Air Taxi Charger Network Targeting 250 Sites by 2030
Tesla revolutionized electric automobiles by building thousands of interoperable chargers that it opened up to the broader industry. A pair of air taxi manufacturers aim to do the same for electric aircraft. Thursday marked the launch of America's Consortium for Electric Skyways (ACES), a collaboration between electric aircraft developers Archer Aviation and Beta Technologies to stand up as many as 250 air taxi operating sites by 2030. That would entail the installation of Beta's electric charging systems across U.S. airports and cities in states including New York, Florida, California, and Texas, the partners said. "Electric air taxi operations can't scale without the infrastructure to charge them," said Archer founder and CEO Adam Goldstein in a statement . "That's why we're building the backbone to support the next 250 years of electric aviation in America." A Beta spokesperson told FLYING on Thursday that the company's network of fixed and mobile charging systems spans 123 active and in-progress sites. In June, Nate Ward, who leads Beta's North American charge network, said the chargers are online at more than 60 airports. The systems are designed to support eVTOL (electric vertical takeoff and landing) models like Beta's Alia A250 and Archer's Midnight, runway-based electric aircraft such as Beta's Alia CX300, and even electric ground vehicles such as zero-emission airport shuttles. Archer and Beta said Thursday that they plan to expand the network into states where they are devising activities under the FAA's eVTOL Integration Pilot Program (eIPP). Beta earlier this month completed the first official eIPP operations , delivering organs manufactured by its customer United Therapeutics between Maryland and Virginia. But the multiyear effort will span at least 26 states , meaning electric aircraft chargers could soon be online from coast to coast. Macquarie Capital, a global investment and advisory firm, is supporting ACES as a strategic advisor and will provide the funding for site acquisition and development. The partners said they intend to expand the consortium to more aircraft manufacturers, infrastructure providers, and investors. Electrifying America As Archer, Beta, and other electric aircraft manufacturers progress through type certification, they are also focused on what comes after. A type-certified aircraft is no use with a dead battery. Beta's chargers are designed to the Combined Charging Standard (CCS) and are interoperable, allowing any electric air or ground vehicle to plug in. That means the same system could juice up its Alia, Archer's Midnight, or the Valo air taxi under development by the U.K.'s Vertical Aerospace, which has also committed to the CCS. Once the widely accepted standard for electric automobiles, the CCS is being phased out for Tesla's North American Charging Standard. However, the General Aviation Manufacturers Association (GAMA) has endorsed it as the framework for electric aircraft. The CCS is aligned to the European Organisation for Civil Aviation Equipment's (EUROCAE) ED-308 provision, which sets minimum requirements for VTOL charging infrastructure around the world. One competitor, Joby Aviation, developed its own interoperable charging system. Its Global Electric Aviation Charging System (GEACS) includes a coolant mechanism, whereas Beta opted for separate charging and thermal management systems. GEACS also includes multiple DC channels to accommodate the Joby air taxi's distributed battery packs. Archer and Beta have no need for this as their models concentrate the packs in one location. But the industry is largely united around the CCS and views it as preferable to each manufacturer developing a proprietary system. Archer and Beta said the latter's customers, which include Republic Airways, Bristow Group, and Surf Air Mobility, will tap into the ACES network for cargo and medical operations. Archer during peak operational hours would have access for passenger operations. "The infrastructure required to open our nation's airports and future vertiports to advanced air mobility is a fraction of what people expect," Beta founder and CEO Kyle Clark said in a statement. "By deploying interoperable chargers built on an open standard, we're putting in place nearly all the physical infrastructure this industry needs, built so every operator can use it." Archer in 2023 placed an initial order for Beta's charging systems. Both companies have partnered with Signature Aviation and Atlantic Aviation to install them at FBOs nationwide. Ward estimated it takes Beta six to nine months to put a charger in the ground. "FBOs, their bread and butter is general aviation," he told FLYING in June. "Being on that GA apron—where it's a little bit come one, come all, and they've got a mandate to serve the public—is a natural fit for chargers." Ward said the company evaluates heaps of data, including traffic volume, proximity to power sources, and runway length, when evaluating charge sites. Part of the strategy entails clustering chargers together to form a mesh network. "As you add interconnected nodes within an area, you increase the utility, the work that that network can do," he said. The states hosting activities under the eIPP could be next in line for electric aircraft chargers. Beta's organ delivery flights this month were conducted in partnership with the Pennsylvania Department of Transportation (PennDOT), which is leading an eIPP project comprising 17 other states. Beta was also part of winning eIPP bids by state transportation agencies in Texas, Florida, Utah, North Carolina, Louisiana, and New York and New Jersey. Archer is part of the Texas, Florida, and New York and New Jersey-led projects. The company previously shared air taxi route maps for New York City and Miami, which could be an indication those cities are next in line for chargers. Archer and Beta will exhibit at the Farnborough International Airshow in the U.K. from July 20-24. On July 21, Clark, Goldstein, and Dan Edwards, principal deputy assistant secretary for aviation and international affairs within the Transportation Department, will share more about the partnership during a fireside chat.
Corsica Technics to Convert ATR 72s into Firefighting Waterbombers with Kepplair Kits
Bastia-based MRO firm signs LoI for 10 modification kits from French developer Kepplair Evolution. MRO provider Corsica Technics has signed a letter of intent (LoI) covering the acquisition of 10 kits from Kepplair Evolution to covert ATR 72 passenger or cargo aircraft into firefighting waterbombers. An element of a wider initiative to grow its Bastia airport home into a maintenance hub in the Mediterranean, the LoI will allow Corsica Technics to provide customers with a rapidly deployable firefighting solution. As part of the conversion, the Kepplair 72 twin-turboprop is also outfitted for cargo transport and medical evacuation missions, delivering year-round versatility. Paris-headquartered Kepplair Evolution currently holds commitments for 18 aircraft or conversion kits. Kepplair is now awaiting the arrival of its first donor aircraft at Toulouse Blagnac airport for conversion into the initial prototype. Based on an ATR 72 cargo aircraft provided by ACIA Aero Capital, modification work, including the integration of the company’s KEDS delivery system, will be performed by Aerotec & Concept Flight testing and the initial drop tests are expected to begin by year-end. "The Kepplair 72 is based on a well-established, robust and readily available platform, with a conversion concept that meets current market needs," says Jean-Marc Cristelli, president of Corsica Technics. "Corsica Technics wishes to capitalise on this momentum by drawing on its roots in the aviation sector and its ability to support the development of new solutions for civil protection."
Inside Turkmenistan Airlines' Quiet Business Class Flight on a 777-300ER
Hello from Turkmenistan! Well, okay, hello from India… you thought you were going to get Wi-Fi at Ashgabat Airport? Lol. I am downright giddy, as I just fulfilled an avgeek dream I've had for years , which is to fly with Turkmenistan Airlines! Specifically, I flew the carrier's ex-Cathay Pacific Boeing 777-300ER on the 4hr35min flight from Frankfurt (FRA) to Ashgabat (ASB). My conclusion? I demand my money back (even though I paid "just" $1,000 for my full fare one-way business class ticket from Frankfurt to Delhi)! The flight was way too normal for my liking. I was expecting to be reporting back from a prison in Turkmenistan, awaiting deportation to North Korea, ideally on an Air Koryo codeshare flight (okay, I'm kidding, before anyone yells at me). Instead, I had a rather pleasant, drama-free flight, and it was only mildly strange… I even got tucked in when it was time to sleep, due to my own awkwardness. Heck, I took dozens and dozens of pictures, and no one yelled at me. This isn't what I signed up for!!! Why I've been obsessed with flying Turkmenistan Airlines Most people (at least those who aren't regular OMAAT readers) are probably thinking "WTF, you flew what airline to where?" Everyone needs hobbies in life, and one of my hobbies is flying very strange airlines, at least from a US or Western-centric perspective. Tajikitan's Somon Air, or Uzbekistan Airways? Yes please, I'll take seconds! However, arguably Turkmenistan Airlines is one of the most mysterious airlines in the world, and for years I've been talking about how I want to fly the airline . That largely comes down to the country, Turkmenistan. Side note — it's a very rich country, with the world's fourth largest natural gas reserves (even if you wouldn't know about the wealth based on how individuals live). More interestingly, though, it's also one of the world's most secretive countries. I've heard it described as the North Korea of the "stans," in terms of travel restrictions, censorship, etc. For example, you can only visit the country as a tourist if you have a guide with you at all times. So I've been curious to fly with the airline. The carrier operates a limited network to Europe, Southeast Asia, the Middle East, and within Central Asia. I've largely heard that the carrier's flights are mostly empty, and the primary motivation for the network is to move cargo. I've also heard that the onboard experience is just bizarre, that no pictures are allowed, and that Ashgabat Airport is a ghost town, with essentially a 1:1 ratio between passengers and guards. So, how was my Turkmenistan Airlines business class flight? I'm going to keep this section brief, so that there's still a little "meat" to the full flight review, which I'll publish soon. To say that I was excited when I saw the Turkmenistan Airlines Boeing 777-300ER at the gate in Frankfurt would be an understatement. Turkmenistan Airlines 777 Frankfurt Airport This was actually an ex-Cathay Pacific plane, with interiors almost entirely unchanged. There were 40 business class seats… and two other passengers. Turkmenistan Airlines 777 business class cabin Turkmenistan Airlines 777 business class cabin Well, and then there was the dude with the big hat who stood in front of the plane while it was on the ground in Frankfurt, who also flew in business class (but then put on a baseball cap onboard). Turkmenistan Airlines 777 Frankfurt Airport The inflight entertainment was riveting… if you want to read the inflight magazine, where just about every page is about the country's president. Turkmenistan Airlines inflight magazine Turkmenistan Airlines inflight magazine Turkmenistan Airlines inflight magazine When it comes to the seat back entertainment, there were a very limited number of TV shows, yet somehow an interview with Dr. Fauci on "the politicization of public health, the threats he faced during Covid, and his concerns over a divided America" made it into the selection. Yeah, you know, your typical entertainment option alongside "The Big Bang Theory." Turkmenistan Airlines 777 business class inflight entertainment Turkmenistan Airlines gets A+ for its drink presentation! Turkmenistan Airlines business class pre-departure drink The airline also gets an A+ for its schedule padding. I was amazed looking at the flight history for the Frankfurt to Ashgabat route, and seeing how it consistently arrives on-time or ahead of schedule. That's when I realized that it's because they pad their schedules to the point of oblivion, with a 4hr35min flight being blocked at 6hr. Watch out, Delta, Turkmenistan Airlines is the real "on-time machine!" The meal service was surprisingly extensive. There was a dinner after takeoff, and I opted for the short rib with potatoes, which came with a side of cold cuts, a salad, and some cheese. The flight attendant generously let me peer at the menu for 30 seconds before making a selection. Turkmenistan Airlines business class meal service There was then a dessert, consisting of a cheesecake tart, and a mini Mars bar, and I ordered a cup of tea to go along with it. Turkmenistan Airlines business class meal service I managed to get in a little snooze. I almost got caught taking pictures, as I stood over my seat with my phone, trying to take a picture of the bed. As the flight attendant walked up to me, I tried to come up with the best excuse I could — "I can't figure out how to use the blanket" — what the hell was I thinking? Well, it worked out, because the flight attendant then said "I will show you," and then… tucked me in. Talk about a Singapore Airlines first class level of service! About 90 minutes after the first meal service, I was offered a pre-landing snack, with a sandwich and yogurt. By the way, I'm really confused by what the meat is here, and in the above picture, given that Turkmenistan is an overwhelmingly Muslim country? Is this… not pork? I tried to ask, but that got lost in translation. Turkmenistan Airlines business class pre-landing service Also, the forward lavatory sure was a lovely throwback to Cathay Pacific first class! Ah… good times! Remember when you could consistently book it for 67,500 AAdvantage miles, and there were often multiple award seats? Turkmenistan Airlines 777 business class lavatory Also, is that… just a tin of NIVEA? Is everyone just supposed to stick their finger in there and moisturize… or? Turkmenistan Airlines 777 business class lavatory amenities Anything going on in this region I should know about? Turkmenistan Airlines 777 business class map feature Anyway, that's all for now. While the flight was calmer than expected, fortunately the airport lived up to everything I hoped for! Bottom line Sometimes dreams really do come true… and for me that was flying Turkmenistan Airlines business class! I've been fascinated by the airline for years, given… well, everything. Honestly, the entire experience was better and more anticlimactic than I was expecting, and that's probably a good thing. I had an oddly pleasant flight, and being one of three people in a 40-seat business class cabin in the peak of summer is something you won't find on many airlines. It was also sort of a fun trip down memory lane to fly on a former Cathay Pacific jet. I wish I could come up with a Josh Cahill style narrative here about how I was scammed, or about how it was the worst flight ever… but well, I'll leave that to him.
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