Qantas will commence a new codeshare partnership with South African carrier Airlink from late October as it increases capacity to Johannesburg. The codeshare agreement will see Qantas add nine destinations in South Africa to its network: Bloemfontein, Cape Town, Durban, East London, George, Hoedspruit, Nelspruit, Gqeberha (Port Elizabeth) and Skukuza. Qantas adds that pending regulatory approval, the codeshare will expand to other destinations in southern Africa served by Airlink over the coming months. The codeshare was announced on 30 September, the same day that the airline operated its first Airbus A380 flight on the Sydney-Johannesburg route. Schedules data shows that it will operate five to six times per week, replacing Boeing 787-9s. "This extra capacity, combined with our new codeshare with Airlink, will significantly expand the options for Qantas customers heading to Africa, strengthening the connections between family and friends, business and trade as well as supporting the tourism industry on both sides of the Indian Ocean," says Qantas International chief executive Cam Wallace. The airline adds that pending border approvals, it intends to launch nonstop Perth-Johannesburg flights from mid-2025. South African Airways is the only other operator between Australia and South Africa, flying thrice-weekly Perth-Johannesburg services using A340-300s.

Avation made an operating profit of $83.2 million operating profit in its financial year ended 30 June, up 16% from the previous year. Revenue marginally declined to $92.4 million, while net profit was up 53%, to $19.7 million, the Singapore-based lessor says. During the year, Avation ordered 10 ATR 72-600 turboprops which are scheduled for delivery between the fourth quarter of 2025 and second quarter of 2028. The lessor says it exercised 10 purchase rights for the order and received six additional purchase rights as part of the deal, while the expiry date for all purchase rights was extended to 2034. Overall, Avation holds 24 purchase rights for new ATR 72s today. Aviation sold two previously ordered ATR 72-600s, which are scheduled for delivery in October 2024 and March 2025, to partially fund predelivery payments for the 10 aircraft, it says. It additionally also sold one ATR 72-500 and one ATR 72-600 aircraft during the year. In December 2023, it transitioned an Airbus A320 to a new lessee. A previously off-lease ATR 72-600 started a lease with PNG Air in Papua New Guinea in April. Two Airbus A320s, two ATR 72-600s and an ATR 72-500 were re-financed with fixed rate long-term loans. A lessee exercised purchase options and acquired two ATR 72-600s from Avation. During the period, the lessor reduced its net indebtedness by 10.9%, to $652 million. Avation repurchased $18 million unsecured notes, priced at 8.25%, maturing in October 2026, during the year. The company says "it may pursue additional repurchases or liability management exercises from time to time" to reduce the outstanding amount of unsecured debt in issue. Cash and cash equivalents at the end of the year stood at $23.6 million, down from $24.8 million at the end of the previous financial year. Avation's fleet comprised 34 aircraft, including five aircraft on finance lease, on 30 June.

Southwest Airlines' modest capacity-growth plans for the next few years have prompted it to put its Boeing 737-800s back on the market and take advantage of "attractive pricing" for those aircraft. The US carrier disclosed during a presentation to investors on 26 September that it intends to raise capacity annually 1-2% from 2025 through 2027 – one of a series of steps it is taking to improve its financial performance. Southwest increased its capacity this year by 4% versus 2023, it says. "We have access to nearly 700 aircraft at the end of 2031 at attractive pricing, which is more than we need if we assume a steady growth rate of 1-2%," said Southwest finance chief Tammy Romo on 26 September. "While our discussions with Boeing are ongoing to restructure our orderbook to align with our growth plans, we have a unique opportunity to capture value in our earnings on excess aircraft we do not need with our moderate growth plans." Southwest is pursuing direct sales of its 737-800s, Romo says, adding: "We are also looking at sale-leasebacks, where we can be opportunistic." The Dallas-based carrier's 737NG fleet is comprised of 205 737-800s and 382 737-700s. In March, Southwest was looking to sell a portion of its 737-800 fleet and had mandated SkyWorks to run the sale. However, it put the sale on ice later in the year amid reduced Max delivery expectations. The recent machinists' strike that has led to a total shutdown of all aircraft production at Boeing – and 737 Max jets in particular – will likely further increase the reliance of 737 operators on the older jets, in addition to driving up the value of those aircraft. In August, Ascend Consultancy put the half-life market value of 13-year-old 737-800s – that being the average age of in-service or stored aircraft of that model – at $20.6 million, up from $17 million in August 2023. "The combination of a favourable secondary market and our attractive aircraft pricing provides a unique opportunity to significantly reduce our aircraft capex and drive earnings accretion," Romo says. "We will be opportunistic in the market where it makes sense." Southwest's fleet renewal plan rests on its assumption that it will be able to retire all of its 737NGs by the end of 2031, at which point it would operate a fleet comprised entirely of Max 7 and Max 8 jets with an average age of five years. "Our fleet modernisation efforts are dynamic as it depends on Boeing's production levels and supportive market economics," Romo says.