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 AnEmbraer 175 operated by Mesa Airlines forUnited Express | |||||||
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| Founded | 1980; 45 years ago (1980)[1] | ||||||
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| Commenced operations | October 12, 1980; 44 years ago (1980-10-12)[1] | ||||||
| AOC # | MASA036A[2] | ||||||
| Hubs | |||||||
| Fleet size | 60 | ||||||
| Destinations | 73[3] | ||||||
| Parent company | Mesa Air Group, Inc. | ||||||
| Headquarters | Phoenix, Arizona, U.S. | ||||||
| Key people |
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| Employees | 1,992 (2024)[3] | ||||||
| Website | mesa-air | ||||||
Mesa Airlines, Inc. is an Americanregional airline headquartered inPhoenix, Arizona. Mesa operates and maintains a fleet ofEmbraer E-175 Aircraft that are scheduled, marketed and sold byUnited Airlines asUnited Express. Mesa operates from 73 cities in theUnited States,Cuba,Mexico, andCanada with a network of routes largely set up to connect passengers between smaller airports and United'sHouston–Intercontinental andWashington–Dulles hubs. In 2024, the company's 1,992 employees operated an average of 279 flights per day.
Mesa began operations asMesa Air Shuttle inFarmington, New Mexico in 1980. From 1989 through 1998, Mesa Airlines operated as a conglomeration of up to eight separate airlines. For the history of the acquisition and expansion of Mesa Airlines during this time seeMesa Air Group. The following history section details the history of the individual airlines that comprised Mesa Airlines during this time frame.
The original Mesa Air Shuttle was a flight division of JB Aviation inFarmington, New Mexico, and operated a single route from Farmington to Albuquerque using aPiper Saratoga aircraft. In 1981 as the originalFrontier Airlines (1950-1986) was discontinuing its flights between the two cities, Mesa obtained a twin-enginePiper Navajo Chieftain and increased service on the route. In 1982, the original owners sold the company to Larry and Janie Risley. The Risleys quickly expanded the carrier by acquiring a fleet of 14-passenger seatBeechcraft Model 99 commuter turboprops and adding service throughout New Mexico and surrounding states with a hub at Albuquerque. In 1985 larger 19-passenger seatBeechcraft 1900s were acquired which replaced the Beechcraft Model 99s and became the backbone of Mesa's fleet. By 1987 up to 47 daily departures were operating from Albuquerque to 18 cities. Also in 1987, a Denver hub was created when Mesa acquiredCentennial Airlines which operated several routes from Denver intoWyoming. After an initial route from Farmington and Gallup to Phoenix began in 1985, Phoenix was expanded into a hub in 1989 with new routes throughout Arizona. In 1990, most Denver flights were incorporated into theUnited Express division which Mesa had acquired from Aspen Airways. In 1992, when Mesa established acodeshare withAmerica West Airlines, its Phoenix hub was turned over to the America West Express division. A minor hub was also operated at Farmington in the late 1980s with up to 22 daily flights connecting Albuquerque, Phoenix, and Salt Lake City to Durango, Cortez, and Telluride, CO.[4] For a brief time in 1995 and 1996, the Mesa Airlines operation at Albuquerque, the United Express operation in Denver, and theAmerica West Express operation in Phoenix were all known as operated by Mountain West Airlines. In 1997 and 1998, routes from Little Rock to Nashville and Wichita and from Nashville to Tupelo were added, first as Mesa Airlines, then later asUS Airways Express.
In 1997, Mesa established a small hub atFort Worth Meacham International Airport, using twoBombardier CRJ200 regional jet aircraft, providing service fromFort Worth toSan Antonio,Austin, andHouston Hobby, as well as new routes fromColorado Springs toNashville andSan Antonio. The venture was short-lived and these routes were all eliminated during a corporate restructuring. TheAlbuquerque hub was merged into Air Midwest in 2001 but operated as a codeshare for Mesa Airlines until the hub was dissolved at the end of 2007.[5]
In 1998, Mesa moved its headquarters from Farmington, NM to Phoenix, AZ.[6]
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In September 1992, Mesa negotiated acode-sharing agreement withAmerica West Airlines to operate asAmerica West Express out of its Phoenix hub, serving 12 cities. These routes were originally from the independent Mesa operation and SeveralBeechcraft 1900D aircraft were painted in the America West Airlines scheme. The codeshare allowed increased frequency and increased load factors and expansion into several new markets.
In 1995, Mesa created a new subdivision called Desert Sun Airlines and acquired a pair ofFokker 70 jets for use on newAmerica West Express routes from Phoenix toDes Moines andSpokane. Desert Sun was merged into the Mesa Airlines division in 1997 and its Fokker 70 aircraft were replaced byBombardier CRJ200 regional jet aircraft. The CRJ-200 aircraft also began replacing theBeechcraft 1900D andEmbraer EMB-120 turboprops. The Beechcraft 1900Ds were then transitioned over to Mesa's Air Midwest subsidiary. Beginning in December 1997, Mesa began operatingDash 8-200 aircraft between Phoenix andGrand Junction followed by many other cities throughout Colorado, New Mexico, Arizona, and California. In 2003, Mesa Airlines took over the operations of Freedom Airlines and Freedom Airlines'CRJ900 regional jets were transferred into the America West Express operation. The Beechcraft 1900D flights operated by Air Midwest were discontinued on May 30, 2008.
On September 16, 2005,America West Airlines andUS Airways completed their merger. Although the corporate side and operationally, those companies merged, as of May 2008, the two flight operations have not been merged and Mesa continues to code share with the new US Airways Group as US Airways Express under its America West Express codeshare agreement. It operated CRJ-200 and CRJ-900 aircraft from hubs in Charlotte and Phoenix, and Dash 8 aircraft from its Phoenix hub until late 2011, when during Mesa's restructuring in bankruptcy, coinciding with United's cancelation of any further CRJ200 service by Mesa, the CRJ200s and Dash 8s were removed from service. By early 2012, the only airframe Mesa uses for the "west" side of US Airways out of its Phoenix hub and the "East" side out of its Charlotte hub is with the CRJ900.[citation needed]
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In November 1997, Mesa negotiated a codeshare agreement to provide service to US Airways as US Airways Express for 14regional jets to various cities from itsPhiladelphia and Charlotte hubs. In 1998 and 2000, the agreement was expanded to 28 jets and then to 52 jets. The first CRJ200 aircraft began operating in 1998. As Mesa began taking deliveries of theEmbraer ERJ 145 aircraft in 2000, the CRJs were transferred to the America West division, separating the fleet types.
In 2003, 20 CRJ200 aircraft were reintroduced to the US Airways Express division. With the reintroduction of the CRJ, the CRJ200 aircraft operated out of the Philadelphia hub, and the ERJ 145 aircraft operated out of the Charlotte hub.
In 2005, Mesa's codeshare agreement with US Airways was not reaffirmed in bankruptcy court, and Mesa began transitioning the aircraft to other codeshares. Twenty-six ERJ aircraft were transitioned to Freedom Airlines, and the CRJ and remaining ERJs were transferred to Mesa's United Express operation.[citation needed] However, following the America West Airlines merger later that year, the Mesa contract for America West Express was retained and expanded to include non-former America West Express routes. All US Airways Express flying was converted to American Eagle on October 17, 2015, when the merger between American and US Airways was completed.
As the merger process betweenAmerican Airlines andUS Airways was progressing, Mesa Airlines began operating asAmerican Eagle on November 6, 2014, with routes out of the American Airlines hubs at Dallas/Fort Worth and Los Angeles using CRJ-900 aircraft. US Airways Express routes from Charlotte and Phoenix were gradually shifted to American Eagle until the transition and merger was completed on October 17, 2015.
As of December 17, 2022, American Eagle announced that they would part ways with Mesa Airlines due to financial troubles.[citation needed] In December 2022, Mesa announced that American Eagle flights would cease on April 3, 2023; Mesa cited losses stemming from utilization penalties and American Airlines' refusal to compensate Mesa for pilot wage increases it had enacted.[7]
In 1990, Mesa acquiredAspen Airways Denver hub and routes, except for Aspen's Denver to Aspen route. It attempted to acquire Aspen's codeshare with United. However United was unwilling to codeshare with an airline that only operated 19-seat turboprops. Mesa leasedEmbraer EMB 120 aircraft from its former competitor in New Mexico, Air Midwest. With the Brasilias in hand, Mesa gained a codeshare with United for its Denver hub. Several Beechcraft 1300 and Beechcraft 1900 aircraft were repainted with the United Airlines scheme.
In 1995, California Pacific and its Los Angeles hub were merged into Mesa's United Express operation. After the closing of Superior Airlines'Columbus hub, its aircraft and crews were used to expand United Express intoPortland andSeattle. In 1997, operational difficulties with the Denver hub and disagreements over the renewal of Mesa's WestAir subsidiary codeshare with United resulted in the cancellation of Mesa's codeshare.
In 2003, Mesa agreed to a service agreement with United for service out of their hubs atChicago-O'Hare,Denver, andWashington-Dulles under theUnited Express banner. In October 2009 United decided to exercise its early termination option for the Dash 8 flying. The Dash 8 flying ended on April 30, 2010.[8] Around the same time, United decided not to extend its CRJ200 operation and as a result, all of the Mesa CRJ200s (26 aircraft) flying under United Express were phased out by April 30, 2010.[9] As of 2015, Mesa's United Express operations consisted of Embraer 175s flying out of the Houston hub and CRJ700s flying out of the Washington–Dulles hub.
In December 2022, Mesa executed an agreement with United to add up to 38Bombardier CRJ900 aircraft, dependent on the numberEmbraer 175 aircraft Mesa still operated, starting in March 2023. Mesa would transfer its American Eagle crew and maintenance operations in Phoenix, Dallas-Fort Worth, El Paso, and Louisville to United Express, and would open a new CRJ900 crew base in Houston and a pilot base in Denver. United agreed to compensate Mesa for the pilot wage increases it had enacted since September 2022, and agreed to buy 30 spare CRJ900 engines from Mesa for $80 million to increase Mesa's cash reserves. United received a 10% ownership stake in Mesa and a seat on the Mesa board of directors.[7]
The Skyway Airlines division was Mesa's first foray into the Midwest. Skyway was formed in 1989 when Mesa established a codeshare agreement with Midwest Express and aMilwaukee hub. From Milwaukee, Mesa served 25 cities in nine states in the upper Midwest region, using Beechcraft 1900 aircraft. Upon the expiration of the codeshare in 1994, it was not renewed. Midwest Express kept the Skyway Airlines name and routes, forming Astral Airways to fill the void as Mesa ceased service in Milwaukee. Mesa reallocated the aircraft and crews to start Superior Airlines in its Columbus hub for America West Express.[citation needed]
The FloridaGulf Airlines division was formed in 1991 after Mesa's acquisition of Air Midwest. Air Midwest'sCEO, Robert Priddy, was chosen to start up the operation. It operated under a codeshare agreement with USAir and was a USAir Express carrier. It started with aTampa hub, providing service toFlorida and the southeast United States using Beechcraft 1900 aircraft. Additional hubs inOrlando, andNew Orleans were established. In 1993, the airline expanded into the Northeast, with a hub inBoston and eventuallyPhiladelphia. In 1994, six Embraer EMB 120 aircraft were added. It also had a hub and a field maintenance unit in Jacksonville, Florida. By the time it was merged into Air Midwest, in 1997, it was operating 44 Beechcraft 1900D and 9 Embraer EMB 120 aircraft serving 49 destinations.[citation needed]
After Midwest Express notified Mesa they would not be renewing the contract to operate their Skyway Airlines division, Mesa allocated the aircraft and crews to form Superior Airlines in 1994. Superior initially competed against their former Midwest Express partner as America West Express and also provided service from the new America West Columbus hub. Superior operated America West Express flights to compete against their former partner from Milwaukee to Flint, Lansing, Columbus, Grand Rapids, Indianapolis, Des Moines, and Cedar Rapids, as well as from Rockford to Detroit. Within 18 months Mesa redirected Superior and its Beechcraft 1900D fleet to focus exclusively on the Columbus hub. By 2000 the aircraft and crews, which consisted of CRJ200s (CL-65s), were being operated by Mesa Airlines itself. America West Airlines closed its Columbus hub in 2003 and Mesa again reallocated the assets this time to its newly reacquired United Express operation.[citation needed]
Mesa createdCalPac (California Pacific) in 1992, establishing a second United Express carrier with aLos Angeles hub along withWestAir. It utilized Beechcraft 1900D and Embraer EMB 120 aircraft to serve 12 destinations. In 1995, the airline division was merged into Mesa's United Express operation.[citation needed]
In 1994, Mesa acquiredPittsburgh-basedCrown Airways. Using the acquired assets, Mesa established Liberty Express with its hub in Pittsburgh and a codeshare with US Airways. In 1997, it was merged into Air Midwest, operating 14 Beechcraft 1900D aircraft serving 17 destinations.[citation needed]
TheDesert Sun Airlines division was created in 1995 to inaugurate Mesa's first jet service utilizingFokker 70 aircraft. It operated as America West Express from a Phoenix hub. The first two cities to receive jet service wereSpokane andDes Moines. In 1996, the division was merged into Mesa's America West Express operation, and the Fokker 70 aircraft were replaced by Bombardier CRJ aircraft as they were introduced. There was also a previous Desert Sun Airlines not affiliated with Mesa that operated scheduled passenger commuter service in southern California during the mid-1980s withBeechcraft 99 turboprops andPiper Chieftain prop aircraft.[10]
In 2006, Mesa formed go! in the Hawaiian Islands, using five Bombardier CRJ aircraft from its Honolulu hub. It established acode share withMokulele Airlines, which served airports that cannot accept jet aircraft and provide point-to-point service in between the islands withCessna Caravan turboprops. The codeshare with Mokulele was later replaced by one withIsland Air, which was itself later replaced by a joint venture with Mokulele dubbedgo! Mokulele. The airline ceased operations in Hawaii on April 1, 2014.[11]
Mesa's go! was involved in multiple lawsuits withHawaiian Airlines andAloha Airlines and was also investigated by theFederal Aviation Administration for an incident on February 13, 2008, where both pilots fell asleep during a regularly scheduled 36-minute flight between Honolulu andHilo. go!'s flight 1002 overshot Hilo Airport by 15 miles (24 km), remaining 21,000 feet (6,400 m) in the air as they missed the destination. Air traffic controllers were unable to reach the two pilots for 25 minutes, after which contact was re-established and the aircraft returned for a safe landing in Hilo.[12][13]
Mesa's go! was also blamed for the March 31, 2008 shutdown of Aloha Airlines due to "predatory fares".[14]
Kunpeng Airlines was formed as a joint venture between Mesa Airlines andShenzhen Airlines ofChina. They began flying in October 2007 with three Bombardier CRJ200 aircraft and currently have five in China[citation needed] . The airline originally expected to operate 20 CRJs prior to the2008 Summer Olympics inBeijing and plan to expand at a rate of 20 aircraft per year for the next 5 years. All pilots would have been based in Beijing orXi'an and the airline initially was to fly to 16 regional airports. Mesa intended to replace the outgoing CRJ200s with larger regional jets such as the CRJ700 and CRJ900. Kunpeng has recently decided to delay the delivery of CRJ200 in favor of brand newEmbraer 190. All of the Mesa aircraft are being returned.[citation needed]
Furthermore, as of June 2009, Mesa no longer has a financial interest in Kunpeng Airlines, as Shenzhen Airlines purchased Mesa's interest in the original joint venture.[citation needed]
Mesa operates three crew bases atDulles International Airport near Washington D.C.,George Bush Intercontinental Airport in Houston, andLouisville International Airport.[15]
As of March 2025[update], the Mesa Airlines fleet consists of the following aircraft:[16][17]
| Aircraft | Total | Passengers | Operated For | |||
|---|---|---|---|---|---|---|
| F | E+ | E | Total | |||
| Embraer 175 | 26 | 12 | 32 | 26 | 70 | United Express |
| 34 | 12 | 16 | 48 | 76 | ||
| Total | 60 | |||||
In September 2013, Mesa Airlines announced an agreement with United Airlines which extends the operation of 20 CRJ700s through 2020. The agreement includes an order of 30 United-owned Embraer 175s that will be operated under contract by Mesa Airlines. Mesa Airlines later announced an agreement with United Airlines to add 18 Embraer 175 aircraft to Mesa's United Express fleet. Mesa will operate 48 Embraer aircraft for United Airlines. In October, the company announced an agreement for the addition of 15 new aircraft scheduled for delivery in 2016, which has now increased to 18. Mesa currently operates 80 Embraer 175 aircraft under the United Express brand.[citation needed]
On 8 January 2025, it was reported that Mesa Airlines had entered into a sale-leaseback agreement withUnited Airlines to purchase and then leaseback 18 units ofEmbraer 175 aircraft, in a deal that would raise $230 million for the regional carrier. The deal involved the transfer of eight E175s by the end of December 2024, with the remaining 10 aircraft in early 2025.[18]
Mesa operated its final CRJ-900 revenue flight on February 28, 2025, concluding a phased retirement that began in late 2024. As of March 1, 2025, Mesa Airlines maintains an exclusivelyEmbraer 175 fleet.[19]
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Mesa operates forUnited Express in the following destinations – some routes may only be seasonal.
Mesa's destinations as an independent carrier in the southwest (1980–2007) included the following:[23]
In February 2012[24] the contract betweenflight attendants and Mesa Airlines expired and became eligible for negotiation between theAssociation of Flight Attendants (AFA) and Mesa.
Flight attendants have been at the core of Mesa's operations since its agreements were reached with US Airways and their United Express operation were reached and for years before. Throughout the years many of them became frustrated with stagnant wages and non-competitive retention offerings leading to its current contract negotiations which began in 2012.[citation needed]
Negotiations had stalled several times in the years following 2012 in mediation and talks directly with the company after the company had only offered negligible[clarification needed] pay increases, unaffordable[clarification needed] health insurance, and significantly fewer incentives for flight attendants with longevity compared to otherregional airlines.
In January 2017, contract negotiations in front of theNational Mediation Board again came to a halt. TheAssociation of Flight Attendants (AFA), after over five years of failed negotiations, announced that the members of the union would be coming together for a strike vote[25] in order to either accelerate negotiations or begin using the AFA's patented[citation needed] method of striking – CHAOS[26] – in order to interrupt operations with bothAmerican Airlines andUnited Airlines in anticipation that the two legacy carriers will place pressure on Mesa to offer livable wages and individual benefits comparable to other airlines.
On March 29, 2017, the AFA released a statement saying that Mesa Airlines Flight Attendants voted "Yes" to a strike vote overwhelmingly by a vote of 99.56%,[27] the highest "yes" vote in at least 20 years for the AFA, and potentially in the history of the union since its founding in 1945.
In response Mesa Airlines CEO Jonathan Ornstein stated "We're going to continue to negotiate on good faith and come to an agreement that the company can afford" and that it "takes reasonableness on both parties."[28]
Heather Stevenson, union president for Mesa, said "We're out of options" as well as "Five years of 'Please' and 'Thank you' and 'Could you do better?' hasn't done anything." She also stated "...management can choose a different outcome by seriously negotiating a contract. Mesa Airlines is an important partner in the highly-profitableAmerican Airlines andUnited Airlines networks."[29]
"Mesa Flight Attendants will not accept poverty wages", saidSara Nelson, international president of theAFA-CWA. "Enough is enough. Mesa Flight Attendants have the full backing of the 50,000 members of the Association of Flight Attendants-CWA. We are ready to do whatever it takes to achieve a fair contract."[29]
Mesa Airlines and the AFA returned to the bargaining table during the week of April 3, 2017. While the strike vote had the intended effect, the company still offered a negligible[clarification needed] pay increase that would keep flight attendants to what they have calculated as "Industry Average".[30] However that number was only if both parties ignore all other regional competitors financial compensation that handle the same volume as Mesa.
On April 25, 2017, members of the AFA who were not employees of Mesa carried out informational protests in Chicago, Dallas, and Phoenix to educate the public about the union's concerns such as low wages, poor health insurance, lack of progress on contract negotiations, as well as other actions of the company, and gain attention from American and United.[31]
The AFA and Mesa Airlines met again during June 13–15 and again did not reach a resolution.[32] The union stated "it soon became apparent the Company was not prepared to reach a deal and saw no point in bargaining until after they knew the outcome of the pilots' vote which will be counted on July 12."
The AFA and Mesa Airlines reached a Tentative Agreement on August 14 and included these changes:
On March 2, 2017, theAir Line Pilots Association, International union representing all of Mesa Airlines pilots filed a lawsuit after wages had stagnated and ceased to increase in any amount for almost ten years and the company had allegedly bypassed theRailway Labor Act by implementing bonus and incentive programs without reaching an agreement beforehand with the ALPA.[33]
The goal of the pilots is similar to the at-the-time objective of the flight attendants, which is to be paid a standard and comparable wage to other regional airlines that can substantiate necessities such as food and shelter.[34]
On June 29, 1990, flight 22, a Cessna 208 Caravan en route from El Paso, Texas, to Ruidoso, New Mexico, lost engine power and landed on New Mexico State Road 220 about four miles short of the Sierra Blanca Regional Airport. There were no injuries and the only visible damage was to the sheet metal on the right wingtip.[35]
On October 16, 2001, an Embraer ERJ 145 was on final approach to Roanoke, Virginia. The captain had briefed a "no go-around" for a night visual approach to a "Special Airport".[36] The approach was not stabilized, and the airspeed decreased to the point of a stall. The airplane struck the runway in a nose high pitch attitude, the aft fuselage struck the runway first then settled on the landing gear. The first officer made initial call-outs of slow airspeed and then stopped when the captain failed to respond to her callouts. After landing, the airplane was taxied to the gate where a post-flight inspection limited to the main landing gear did not find the damage to the tail section. The incident was not reported by either pilot to the company and the airplane was allowed to be flown by the next crew the following morning on its scheduled service back to Charlotte, North Carolina, where a post flight inspection revealed the tail strike. When interviewed, the captain first denied having been involved in a hard landing and speculated that the tail strike must have been the result of an over rotation on takeoff from the morning crew. When faced with the CVR and FDR data, she eventually admitted to the incident. She reported that she briefed "no go-around" because no takeoffs were authorized on the runway at night or in IMC conditions; however, the first officer knew this was incorrect, but did not challenge the captain. Both pilots had received CRM training, which included crew member assertiveness, methods of fostering crew input, and situational awareness, and training on special use airports; however it was not followed by either pilot. The captain said the first officer was passive and quiet. The first officer reported the captain was defensive and did not take criticism very well. It is remarkable that the damage to the tail section was not discovered during thepreflight visual inspection performed by the morning flight or ground crews. The aircraft had an MELed APU and needed the engines to be started with the assistance of an external air cart. The connection for the air cart is located at the aft bottom fuselage section where the damages were visible. The access panel was bent. Yet the ground crew did not notify the flight deck crew. When the walk-around visual inspection was performed by the morning crew's first officer, it was performed during the hours of darkness with the help of a flashlight. The air cart was already connected and forced the first officer to walk around the cart and away from the aircraft, missing the tail strike damages.[37] Both crews were terminated from employment; however, the first officer of the accident flight and the captain of the morning flight were eventually reinstated with help of their union (ALPA). The accident captain was able to recover her certificates and privileges but was not reinstated. The first officer from the morning crew died from illness prior to being reinstated.
On February 13, 2008, the pilots of a go! Bombardier CRJ200 fell asleep and overshot their destination airport by 26 nautical miles (48 km; 30 mi) before air traffic control was able to make contact with the aircraft.[38] The incident happened on the third consecutive day during which the pilots had been required to start duty at 05:40 am. The captain suffered from an undiagnosed severe sleep apnea. The National Transportation Safety Board determined the probable cause of this incident as follows: "The captain and first officer inadvertently falling asleep during the cruise phase of flight. Contributing to the incident were the captain's undiagnosed obstructive sleep apnea and the flight crew's recent work schedules, which included several consecutive days of early-morning start times."[39]
On September 29, 2015, American Airlines Flight 5786, which was operated by Mesa Airlines under the American Eagle brand, encountered a wing strike during landing on a day with calm winds. The plane landed and taxied to the gate without further incident. No injuries were reported.[40]
On January 11, 2019, American Eagle Flight 5766, en route from Dallas-Fort Worth, slid off the runway after landing in icy and snowy conditions. The Bombardier CRJ900 was the first flight to attempt to land atColumbia Municipal Airport after the ground crew cleared the runway of ice and snow. Reports state the runway was still very slick with ice.[41]
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