Imagine a summer sky bustling with activity, but not all planes are flying under their own banners. This summer, a staggering eleven airlines will rely on wet-leases to operate flights to and from the former Yugoslavia, a trend that’s sparking both curiosity and debate in the aviation world. But here’s where it gets controversial: while some see this as a practical solution to post-pandemic challenges, others argue it’s a sign of deeper industry vulnerabilities. Let’s dive into the details and uncover what this means for travelers and the airlines themselves.
A wet-lease, for those unfamiliar, is an arrangement where one airline provides another with a fully crewed, maintained, and insured aircraft (ACMI). This practice has surged in recent years, fueled by the lingering effects of the coronavirus pandemic—supply chain disruptions, crew shortages, and delayed aircraft deliveries. It’s a lifeline for airlines struggling to meet demand, but it also raises questions about operational independence and long-term sustainability.
Brussels Airlines, Austrian Airlines, and Swiss are among the carriers turning to airBaltic for their regional flights. Brussels Airlines will use airBaltic’s aircraft and crews for services to Ljubljana, while Austrian Airlines taps into the Latvian carrier for flights to Pristina and Skopje. Swiss, meanwhile, will deploy airBaltic planes to Belgrade, Dubrovnik, and Ljubljana. Interestingly, Austrian Airlines had previously partnered with Braathens for ATR72 turboprops to Belgrade and Zagreb, but that relationship has ended, leaving the future of those routes in flux.
Finnair and SAS Scandinavian Airlines are also leaning on wet-leases this summer. Finnair will rely on Denmark’s Jettime for some Ljubljana flights, while SAS will use Jettime’s equipment for services from Copenhagen to Split and Dubrovnik. Jettime, by the way, took over the “JP” designator code in 2023, once held by the now-defunct Adria Airways. CityJet will also join the fray, operating certain flights from Copenhagen to Pula and Zadar.
Eurowings is taking wet-leases to another level, with a significant portion of its former Yugoslavia routes operated by third-party carriers. GetJet Airlines will handle flights from Hamburg to Dubrovnik, Pristina, Rijeka, Split, and Zadar. Avion Express Malta will cover select routes from Dusseldorf, Stuttgart, Frankfurt, and Munich to various destinations, including Pristina, Pula, and Split. Smartwings will step in for services from Cologne to Belgrade, Pristina, Rijeka, Sarajevo, Split, Zadar, and Zagreb. This extensive reliance on wet-leases highlights the low-cost carrier’s strategy to maximize efficiency amid operational pressures.
Israeli carriers are also in the mix. Arkia will use aircraft from Cambodia Airways, Electra Airways, and FlyLili for select Belgrade flights, while Sun d’Or will partner with KlasJet for services to Belgrade and Tivat. Even leisure carrier TUI fly Netherlands is getting in on the action, using a Bulgaria Air Airbus A320 for Amsterdam-Ohrid flights.
Local carriers aren’t immune to this trend either. Air Serbia will continue its wet-lease partnerships with Bulgaria Air (four Embraer E190s) and airBaltic (four Airbus A220-300s), spreading these aircraft across multiple routes. Trade Air, meanwhile, may maintain its wet-lease arrangement for domestic Croatian operations, depending on the outcome of its Public Service Obligation contract. And this is the part most people miss: these partnerships aren’t just about filling gaps—they’re reshaping how airlines approach fleet management and route planning.
But is this a sustainable model? While wet-leases offer a quick fix, they also raise concerns about dependency and long-term costs. Are airlines sacrificing their autonomy for short-term gains? And what does this mean for passengers in terms of consistency and service quality? We’d love to hear your thoughts—do wet-leases represent innovation or desperation? Share your opinions in the comments below!
