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IAero Airways
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iAero Airways, previously named Swift Air, was an American charter airline based in Greensboro, North Carolina with its main hub at Miami International Airport.[3] The airline announced that it would cease all operations on April 6, 2024, after failed restructuring efforts during bankruptcy proceedings.[1]

Key Information

History

[edit]

Foundations as Swift Air

[edit]
The former Swift Air logo.

The airline was established in 1997 and was a customer for the Embraer ERJ-135.[3] In November 2006, the airline received authorization for Part 121 operations and began flying three Boeing 737-400s. These aircraft are each configured with all first class interiors, electrical outlets, and club work areas with tables. The primary use of these aircraft is air transportation for major professional sports team (NBA, NHL, MLB) and for VIP charters.[4]

John McCain's 2008 presidential campaign utilized one of Swift Air's Boeing 737-400s, which was dubbed the Straight Talk Express, the same name given to his bus used earlier in the campaign.[citation needed] In June 2011, Swift Air originally planned to operate public charter flights from Chicago to some European destinations such as Belgrade, Zagreb and Kraków; however, these destinations were only flown in June 2011.[citation needed]

On June 17, 2011, Swift Air voluntarily suspended their Part 121 operations pending an inquiry by the FAA.[5][6] Swift Air resumed normal part 121 operations on June 25, 2011, after making manual changes to satisfy the FAA.

In 2017, Swift Air announced plans to acquire the Boeing 737-800 assets of the second iteration of Eastern Air Lines stating, "Eastern Air Lines’ name, assets, and associated trademarks will be retained within the transaction.".[7] One aircraft remained painted in Eastern livery to protect the trademark, although the fleet of Dynamic Airways (owned by a co-owner of Swift Air) would eventually take the Eastern name and trademark (as Eastern Airlines, without the space), retaining the Dynamic AOC. Following the acquisition of assets from Eastern Air Lines, Swift Air began operating charter flights to Cuba for Havana Air.[citation needed]

Further development as iAero

[edit]

In May 2019, Swift became a subsidiary of iAero Group, an aviation service firm minority owned by The Blackstone Group.[8] Swift Air announced that it intended to rebrand itself as iAero Airways, following its recent takeover by the iAero Group. A filing with the US Department of Transportation (DOT) on September 9, 2019, stated that, at present time, it intends to retain its corporate name - Swift Air, LLC - and therefore does not seek the re-issuance of its operating licenses and certificates.[9] By December 31, 2019, Swift Air subsequently transition its rebrand as iAero Airways.[10]

On September 20, 2023, the airline announced that it would be filing for Chapter 11 bankruptcy.[11] On March 14, 2024, it was announced that Eastern Air Express had bid $71 Million dollars to acquire the carrier's assets out of bankruptcy.[12] However, on April 1, 2024, President Timothy Rainey announced in a memo to staff members that the airline would cease all operations at the end of the day on April 6, 2024.[1]

Operations

[edit]

iAero Airways operated charter flights for nationally known fractional aircraft operators, financial institutions, construction and transportation as well as many collegiate athletic departments, professional sports organizations, and major tour operators.[13] It was also a major contractor for U.S. Immigration and Customs Enforcement, operating many of the agency's deportation flights as well as flights transporting detainees between immigration detention facilities within the United States.[14][15]

The airline also provided ACMI services for private owners.[citation needed]

Fleet

[edit]
iAero Airways Boeing 737-300
iAero Boeing 737-400 in former Swift Air branding.

Last fleet

[edit]

As of April 2024 and prior to the closure of operations, the iAero Airways fleet included the following aircraft:[16]

iAero Airways fleet
Aircraft In
service 		Orders Passengers Notes
F Y Total
Boeing 737-400 4 — 12 138 150
Boeing 737-800 3 — – 189 189
Boeing 737-800BDSF 3 — Cargo Operated for DHL Aviation[citation needed]
Total 10 —

Past fleet

[edit]

As Swift Air, it also operated the following aircraft types:[citation needed]

iAero Airways former fleet
Aircraft Total Introduced Retired Notes
Boeing 727-200 1 2010 2013
Boeing 737-300 10 2011 2024
Boeing 737-400SF 2 2020 2024 Operated for DHL Aviation
Boeing 767-200ER 1 2010 2013
2017 2018
Boeing 767-300ER 1 2022 2022
Bombardier Challenger 800 1 2006 2008
Cessna Citation V 4 1997 2006
Cessna Citation X 9 1997 2010
Dassault Falcon 2000 3 1999 2006
Embraer Legacy 600 8 2002 2005
Swearingen Merlin 1 1998 2001

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

IAero Airways

View on Grokipedia
from Grokipedia
iAero Airways was an American airline based in , specializing in passenger and cargo operations until its cessation in April 2024. Originally founded in 1997 as Swift Air, the company was acquired by iAero Group in 2019 and rebranded, expanding to become one of the largest operators in the United States with a fleet of over 50 aircraft including 737-300, -400, and -800 models. It provided services for commercial clients such as the National Hockey League, transporting multiple teams, and cargo operations for Express using converted freighters. A significant portion of iAero's operations involved contracts, particularly with U.S. Immigration and Customs Enforcement, where it conducted flights and migrant transport charters, including nearly 60 such flights per month at peak. The airline also handled ad hoc charters, such as transporting asylum-seekers to under arrangements with authorities. Despite its scale, iAero encountered operational challenges, including reports of aging aircraft and maintenance issues, compounded by financial mismanagement and alleged under prior leadership. In late 2023, iAero filed for Chapter 11 bankruptcy amid declining leisure demand and inability to secure funding or a buyer, leading to the shutdown of all flights by April 6, 2024, and of assets. This marked the end of operations for a carrier that had grown from a small VIP provider to a key player in specialized U.S. air transport, highlighting vulnerabilities in the niche market to economic shifts and internal governance failures.

History

Founding and Operations as SwiftAir (1997–2019)

Swift Air was founded in 1997 in Phoenix, Arizona, initially operating charter services with Embraer ERJ-135 regional jets focused on ad-hoc passenger flights for various clients including tours and private groups. In November 2006, the airline received its Part 121 Air Carrier Operating Certificate from the FAA, transitioning to larger operations by introducing three Boeing 737-400 aircraft as its initial narrowbody fleet. The company specialized in charter services, particularly for teams across major leagues such as the NBA, NHL, and MLB, providing dedicated for team travel and related logistics. Over the subsequent decade, Swift Air expanded its Boeing 737 fleet, incorporating additional variants to support growing demand for high-capacity charters, including VIP transports and select government contracts. By the mid-2010s, the operator had established a niche in reliable, on-demand services, maintaining steady operations centered at without significant interruptions until financial pressures emerged toward the end of the decade.

Rebranding to iAero Airways and Initial Expansion (2020–2021)

In September 2019, Swift Air, LLC announced its intent to rebrand as iAero Airways, reflecting the 2018 acquisition by iAero Group and aiming to integrate operations within a broader platform encompassing aviation maintenance, repair, and overhaul (MRO) services. The name change, completed by 2019 with full transition into early 2020, sought to capitalize on the group's synergies for improved safety, quality, and cost efficiencies, while retaining the existing FAA Part 121 certification and operational authority without seeking new licenses. This distanced the carrier from its prior standalone identity, positioning it for expanded market appeal in ACMI (aircraft, crew, maintenance, and insurance) and segments amid competitive pressures. The onset of the in 2020 severely curtailed global passenger demand, including for sports team and leisure charters that formed a core of iAero's business, yet the airline maintained operations as a specialist in interstate and foreign air transportation of persons, property, and mail. Leveraging iAero Group's integrated structure, the carrier focused on sustaining its fleet of approximately 35 narrowbodies, including variants configured for both passenger and freighter use, to navigate the downturn without reported furloughs or capacity cuts on the scale seen in scheduled carriers. By 2021, initial expansion efforts emphasized operational resilience, including a announcement of carbon-neutral flights powered by sustainable offsets, marking an early strategic pivot toward to attract environmentally conscious clients amid recovering demand. These adaptations bridged the rebranding transition, setting the stage for subsequent growth while adhering to FAA oversight without major certification revisions during the period.

Growth Through Government Contracts (2022–2023)

In 2022 and 2023, iAero Airways experienced significant operational expansion through contracts with U.S. Immigration and Customs Enforcement () for flights, handling a substantial share of the agency's air removal operations amid heightened border enforcement demands. Air operations, which iAero supported extensively as a primary provider, conducted over 8,000 flights in 2023 alone, removing more than 140,000 non-citizens. At its peak, iAero operated nearly 60 flights per month, reflecting efficient scaling to meet federal requirements for rapid, high-volume transports from U.S. facilities to foreign destinations. This volume underscored the airline's logistical prowess in managing specialized demands, including compliance with security protocols and variable routing, which outpaced the capabilities of standard commercial carriers. Complementing federal work, iAero secured state-level contracts with Texas for migrant relocation efforts under Governor Greg Abbott's programs, which aimed to distribute asylum seekers from border areas to interior U.S. cities. A notable example occurred on December 19, 2023, when iAero flew 120 migrants from Texas to Chicago's O'Hare Airport as part of these initiatives, contributing to Texas's broader strategy of over four such charter flights costing approximately $845,000 in total billing. These engagements, though smaller in scale than ICE operations, added to iAero's portfolio of government-funded charters, enabling fleet utilization and route diversification during periods of sustained demand from policy-driven migration management. The influx of these contracts correlated with empirical surges in U.S. border encounters—exceeding 2.4 million in 2023—creating sustained opportunities for private operators like iAero to fill capacity gaps in public-sector . By prioritizing verifiable execution metrics, such as flight frequency and payload handling, iAero demonstrated reliability in fulfilling time-sensitive, high-stakes transports, which bolstered its revenue streams estimated at around $51.7 million annually during this period. This growth phase highlighted how targeted , rather than broad commercial expansion, drove the airline's temporary scaling in specialized services.

Business Model and Services

Charter and ACMI Operations

iAero Airways primarily generated revenue through ACMI (Aircraft, Crew, Maintenance, and Insurance) leasing, a model that supplied fully operational packages to lessees for deployments rather than fixed scheduled services. This approach minimized lessees' fixed costs by shifting operational risks and variable expenses to the lessor, enabling rapid scaling for temporary demand spikes without long-term capital commitments. In practice, ACMI contracts typically spanned 12-18 months, aligning with seasonal or project-based needs in aviation economics where upfront ownership burdens—such as and financing—could exceed 20-30% of an aircraft's value annually. The airline's operations centered on its base at Greensboro, North Carolina's , which facilitated maintenance, crew staging, and logistics coordination for its fleet. Hub functions emphasized streamlined ground handling, with 737 turnaround times in contexts often achieving 20-30 minutes through coordinated refueling, cleaning, and boarding protocols, thereby maximizing daily flight cycles up to 8-10 hours of block time per aircraft. This efficiency stemmed from the narrowbody 737's design for quick servicing, including single-aisle access and standardized components that reduced downtime compared to widebodies. ACMI's advantages included cost predictability for lessees via hourly rates covering all essentials, fostering surge capacity without idle fleet risks, as evidenced by industry utilization rates exceeding 80% during peak ACMI deployments. However, the model's drawbacks involved exposure to contract non-renewal and market volatility, where short-term leases could lead to gaps if fluctuated, amplifying financial pressures amid price swings or economic downturns. For providers like iAero, this necessitated lean overheads but heightened dependency on continuous deal flow, contrasting with scheduled carriers' stability from route networks.

Client Base and Contract Fulfillment

iAero Airways maintained a client base that included professional sports organizations, cargo logistics providers, and U.S. government agencies. The airline secured contracts with the National Hockey League (NHL), transporting teams from franchises such as , , Carolina, , Columbus, and ; this expanded from eight teams served in 2019 to twelve in 2021, supporting seasonal travel demands for games and playoffs. It also functioned as a dedicated carrier for Express, handling express freight operations until the airline's cessation. Government entities formed a significant portion of iAero's clientele, with the company—operating as Swift Air prior to rebranding—holding multiple contracts registered since 2008 for federal services. These included logistics support for agencies like Immigration and Customs Enforcement, alongside VIP and charters for high-profile clients, which constituted core revenue streams. In contract fulfillment, iAero emphasized reliability for time-sensitive operations, such as NHL team relocations requiring adherence to tight schedules across multiple cities. The airline's model supported scalable execution for , enabling rapid deployment for national priorities, though this dependency on awards—subject to budgetary shifts and cycles—contributed to financial vulnerabilities amid inconsistent . No public data specifically benchmarks iAero's charter on-time performance against industry averages, but its contracts with demanding clients like sports leagues imply operational standards met for sustained partnerships until proceedings in 2023.

Fleet

Primary Aircraft Types

iAero Airways primarily operated -300, -400, and -800 variants as its core narrowbody fleet for services. These were typically configured in high-density layouts accommodating 120 to 170 passengers, optimizing revenue per flight while maintaining compliance with FAA seating regulations. The 737-300, a series model, featured CFM56-3 engines and supported ranges up to approximately 2,600 nautical miles, suitable for domestic and short international charters. Similarly, the stretched 737-400 extended capacity to around 168 seats in dense setups, with comparable range performance enhanced by its larger fuselage for efficient payload distribution. The 737-800, from the Next Generation series, represented a more modern addition with CFM56-7B engines offering improved of about 7-10% over models per seat mile in high-density operations. This variant's range extended to over 3,000 nautical miles, enabling transcontinental U.S. flights, while its winglets—retrofitted on some units—reduced drag and fuel burn by up to 4.5% on typical routes. All models demonstrated adaptability for mixed passenger- roles, with several iAero units converted to freighter configurations (e.g., 737-300(F) and 737-400(SF)) featuring large doors and reinforced floors, facilitating quick mission switches in ACMI contracts. These technical attributes supported low direct operating costs, with the 737 family's proven reliability evidenced by over 10,000 engines in service globally under rigorous programs. FAA airworthiness certifications for iAero's 737 fleet adhered to Part 121 standards, incorporating regular inspections and upgrades such as enhanced for safety compliance, though specific maintenance records highlight routine compliance without major directive-mandated overhauls unique to the operator. The aircraft's empirical performance data, including low fuel consumption rates (e.g., 737-800 at approximately 0.05 gallons per seat mile), underscored their suitability for cost-sensitive operations prioritizing over amenities.

Fleet Composition at Peak and Changes Over Time

Upon rebranding from Swift Air in late 2019, iAero Airways operated a small fleet primarily consisting of older models, including approximately three aircraft such as two 737-300s and one 737-400, focused on services. This initial composition emphasized high-density seating configurations suitable for short-haul charters, with most aircraft managed under ACMI (aircraft, crew, maintenance, and insurance) arrangements rather than outright ownership, allowing flexibility amid fluctuating demand. Fleet expansion accelerated in 2021–2022 through cargo and government contracts, including the addition of Boeing 737-800 freighters (BDSF variants) for DHL operations, with the first 737-800(SF) acquired in July 2021 and subsequent passenger-configured 737-800s for sports team charters. Certification for Boeing 767-300ERs in early 2022 enabled further growth into long-haul charters, though these remained limited in number. By mid-2023, the fleet had grown to around 32 Boeing 737s dedicated to passenger operations, reflecting increased utilization rates driven by demand from sports leagues and federal agencies, which favored the fuel-efficient Next Generation 737-800s over aging Classics for extended routes. The fleet peaked at approximately 42–44 aircraft in late 2023, comprising a mix of 737-300s (eight), 737-400s, 737-800s (including freighters), and a handful of 767-300ERs, with the majority under wet-lease or ACMI terms to support high charter volumes. This expansion incorporated newer 737-800s to reduce operating costs through better fuel economy and reliability compared to the maintenance-intensive Classics, though iAero retained a significant number of the latter as the largest U.S. operator of 737-300s and -400s for cost-effective, high-capacity domestic flights. Retirements of older Classics began accelerating in early 2024 due to airframe age and regulatory pressures, compounded by market downturns in charter demand post-2023. By April 2024, prior to cessation, the active fleet had contracted to about 15 —four 737-300s, five 737-400s, three 737-800s, and three 737-800 BDSFs—following the sale of 28 737s to Eastern Air in March, with many Classics parked amid financial strain and reduced contracts. This downsizing highlighted vulnerabilities in relying on leased older models, as higher demands and lower contributed to operational inefficiencies during the contraction phase.

Controversies

Role in Migrant Relocation Flights

iAero Airways participated in Governor Abbott's migrant transportation program by chartering flights to relocate migrants from border areas to self-declared cities, as part of a broader state response to federal border enforcement policies that released over two million migrants into the U.S. interior annually during the Biden administration. The program, initiated with buses in April 2022 and expanded to flights in late 2023 after cities like restricted unscheduled bus arrivals, aimed to distribute the fiscal and logistical burdens of migrant processing—estimated at billions for —to jurisdictions with policies encouraging illegal entries through non-cooperation with federal detention. By December 2023, had transported more than 102,000 migrants via bus and plane, with participants signing voluntary waivers specifying destinations and acknowledging transport at state expense, countering claims of amid evidence that many selected cities due to promised support networks. A notable example was iAero's December 19, 2023, flight from El Paso to Chicago's , carrying approximately 120 migrants who had crossed the border and been processed by federal authorities. This flight, using a , cost at least $135,000, part of over $370,000 expended on two Illinois-bound charters that month. Overall, records indicate $845,458 billed for four such flights to , , and in late 2023 and early 2024, with iAero handling at least the Chicago operations amid its prior experience with U.S. Immigration and Customs Enforcement charters. Proponents, including Abbott's administration, framed these flights as efficient burden-sharing that alleviated Texas shelter overcrowding—reducing state costs by an estimated $150 million in avoided —while spotlighting federal inaction on root causes like unchecked asylum claims and cartel-facilitated crossings exceeding 300,000 encounters monthly. Critics from left-leaning outlets, such as , labeled the efforts a political risking migrant welfare, though such portrayals overlook voluntary consents and the causal of federal release policies overwhelming border states, with empirical data showing no widespread reports of participant harm and destinations chosen by migrants themselves. iAero's involvement, while limited to a handful of documented flights, underscored its role in government-leased ACMI services during peak demand, though mainstream coverage often amplified humanitarian concerns without equivalent scrutiny of capacities or illegal entry incentives.

Safety Incidents and Regulatory Scrutiny

iAero Airways, operating primarily aircraft in charter services, recorded no fatal accidents or hull-loss events throughout its history as documented by databases. Despite handling thousands of high-volume operations, including government and sports charters, the carrier's incident rate involved mostly non-injury events such as mechanical anomalies and operational deviations, with severity levels below the Part 121 industry average for U.S. carriers where fatal accident rates hover around 0.08 per million departures. Notable incidents included a May 20, 2020, event where a 737-300 (N277AW) shed its and associated parts during flight from Teterboro to Palm Beach; the crew reported no in-flight anomalies, but post-landing inspection grounded the aircraft, with the NTSB attributing it to inadequate . A separate pressurization failure on flight WQ3603, a 737-3B7 (N531AU), prompted a safe return to Guatemala City-La Aurora without injuries. Additionally, a 737-86J (N624XA) overran runway 18 at Waterloo Regional , , due to landing on a wet surface, resulting in no injuries but highlighting risks in marginal conditions. The Federal Aviation Administration imposed civil penalties on predecessor Swift Air for aviation safety violations, including a $35,000 fine in 2019 related to compliance lapses in aircraft operations. Earlier enforcement actions, such as a 2011 civil penalty assessment, addressed operational shortcomings under Part 121 regulations, though no widespread groundings or certificate actions ensued. Critics pointed to the aging fleet—predominantly 737 Classics averaging over 20 years—as contributing to mechanical risks, yet NTSB and DOT data show iAero's incidents yielded zero passenger or crew injuries, contrasting with peers facing higher scrutiny for similar fleet profiles.

Allegations of Fraud and Mismanagement

In the Chapter 11 petition filed by iAero Group entities on September 19, 2023, in the U.S. Bankruptcy Court for the Southern District of Florida, the debtors attributed significant operational challenges to mismanagement by former leadership, including potential misappropriation of company funds and assets as well as . These allegations, outlined in the filing's declarations, highlighted internal financial irregularities that contributed to strained liquidity and disrupted contract execution prior to the restructuring attempt. The purported misconduct involved decisions that allegedly prioritized short-term gains over sustainable operations, leading to inefficiencies such as delayed payments to vendors and irregular scheduling, as referenced in court-submitted business analyses. This eroded investor confidence, with filings noting difficulties in securing new capital infusions amid disputes over legacy obligations totaling millions in contested liabilities. No criminal charges have resulted from these claims, which remain allegations advanced by current management to contextualize the filing rather than proven in adversarial proceedings. Empirical effects included heightened scrutiny from stakeholders, prompting forensic reviews of pre-2023 transactions that revealed discrepancies in reporting from agreements, though specific quanta were not quantified in public docket entries. Unlike speculative media reports, records emphasize these internal failures as a causal factor in amplifying external market pressures, without evidence of broader conspiracies. The absence of independent corroboration beyond assertions underscores the need for caution in attributing collapse solely to executive malfeasance, as operational data points also to volatility.

Decline and Cessation

Financial Pressures and (2023–2024)

In 2023, iAero Airways encountered severe financial strain from decelerating cash flows that impeded its capacity to service an approximately $860 million secured load, stemming from prior expansions and leveraged acquisitions. This overleveraged position was compounded by operational dependencies on high-volume contracts, which, while revenue-intensive, proved susceptible to and renewal uncertainties in a post-pandemic market still grappling with volatile demand. On September 19, 2023, parent entity Aerotech Miami Inc. (d/b/a iAero Tech) and 14 affiliated debtors, encompassing iAero Airways operations, initiated Chapter 11 proceedings in the U.S. Bankruptcy Court for the Southern District of to pursue restructuring for sustained viability. The filing disclosed total secured funded debt obligations exceeding $859.7 million across the group, with commitments for $22.5 million in from existing lenders to maintain flight schedules and vendor payments during reorganization. Restructuring efforts through late 2023 and into 2024 faltered amid challenges in attracting new capital or buyers, as the company's asset-heavy profile—dominated by an aging fleet—and contract-centric model deterred investors wary of sector-specific risks like fluctuating government and logistics charters. Unlike diversified carriers with stable scheduled routes, iAero's acute exposure to episodic, policy-influenced contracts amplified vulnerability to cash crunches, even as industry fuel prices remained elevated around $2.50–$3.00 per gallon amid global supply tensions.

Shutdown and Asset Liquidation (April 2024)

On April 2, 2024, iAero Airways announced it would cease all flight operations effective April 6, 2024, following unsuccessful efforts to restructure under Chapter 11 bankruptcy protection, with no viable buyer or lender emerging to sustain the company. The decision marked the end of the carrier's activities as the largest U.S. passenger charter and ACMI provider, prompting immediate grounding of its fleet and termination of services. Subsequent to the operational halt, iAero filed for Chapter 7 on April 15, 2024, after securing approval for the sale of key assets to an affiliate of Eastern Air Holdings. The transaction, valued at $71.2 million and approved by a U.S. Bankruptcy judge on April 13, included nearly 30 aircraft, along with associated engines and auxiliary power units, transferring the fleet to Eastern 737 Asset Holdings for integration into its operations. No evidence of independent repossessions by lessors was reported; instead, the structured sale facilitated orderly dispersal of the assets without fragmentation. The shutdown resulted in the of iAero's entire , with employees compensated for services rendered through , 2024, affecting hundreds in roles spanning pilots, maintenance staff, and ground operations across bases like Greensboro. Contractual obligations with major clients, including Express for cargo and U.S. Immigration and Customs Enforcement for passenger , faced abrupt disruptions, necessitating rapid sourcing of alternative providers to mitigate service gaps. By October 2025, no revival efforts or bids for the liquidated entity had materialized, underscoring vulnerabilities in the ACMI sector tied to dependency on short-term and contracts amid rising operational costs.

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  53. https://gov.texas.gov/news/post/texas-transports-over-105000-migrants-to-sanctuary-cities
  54. https://www.texastribune.org/2024/02/21/texas-migrants-busing-cost-greg-abbott/
  55. https://www.statesman.com/story/news/state/2024/01/30/texas-paid-at-least-135000-to-fly-migrants-to-chicago-records-show/72399690007/
  56. https://abc7chicago.com/post/chicago-migrant-crisis-plane-texas-cost-of-charter-flights/14342011/
  57. https://www.kut.org/politics/2024-02-23/texas-flights-migrants-busing
  58. https://www.theguardian.com/us-news/2023/dec/21/texas-plane-chicago-abbott-us-mexico-border
  59. https://mentourpilot.com/accident-iaero-737-dorsal-fin-separation-report/
  60. https://asn.flightsafety.org/wikibase/348376
  61. https://asn.flightsafety.org/wikibase/276260
  62. https://violationtracker.goodjobsfirst.org/?agency_code=FAA&order=parent_name&sort=asc&page=31
  63. https://www.faa.gov/sites/faa.gov/files/about/office_org/headquarters_offices/agc/q1-13.pdf
  64. https://www.petition11.com/p/iaero-tech
  65. https://finance.yahoo.com/news/bankrupt-charter-airline-iaero-cease-110000479.html
  66. https://www.bizjournals.com/southflorida/news/2023/09/21/miami-aviation-companies-file-chapter-11.html
  67. https://www.thestreet.com/travel/largest-charter-and-cargo-airline-closes-in-chapter-11-bankruptcy
  68. https://cases.ra.kroll.com/aerotech/
  69. https://www.pacermonitor.com/view/KZ3RYUQ/AeroTech_Miami_Inc__flsbke-23-17503__0065.0.pdf
  70. https://www.ch-aviation.com/news/132227-uss-iaero-group-files-for-chapter-11-with-dip-financing
  71. https://www.flightglobal.com/airlines/us-carrier-iaero-files-for-liquidation-after-agreement-to-sell-assets-to-eastern/157745.article
  72. https://www.bizjournals.com/southflorida/news/2024/04/16/eastern-airlines-buys-boeing-plane-iaero-airways.html
  73. https://www.flightglobal.com/airlines/court-filing-lists-nearly-30-737s-as-part-of-iaero-asset-sale-linked-to-us-carrier-eastern/157378.article
  74. https://www.alpa.org/Articles/2024/05/State-of-the-North-American-Airline-Industry
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