PHOENIX (AP) — A budget airline that serves mostly small U.S. cities began federal deportation flights Monday out of Arizona, a move that's inspired an online boycott petition and sharp criticism from the union representing the carrier’s flight attendants.
Avelo Airlines announced in April it had signed an agreement with the Department of Homeland Security to make charter deportation flights from Mesa Gateway Airport outside Phoenix. It said it will use three Boeing 737-800 planes for the flights.
The Houston-based airline is among a host of companies seeking to cash in on President Donald Trump's campaign for mass deportations.
Congressional deliberations began last month on a tax bill with a goal of funding, in part, the removal of 1 million immigrants annually and housing 100,000 people in U.S. detention centers. The GOP plan calls for hiring 10,000 more U.S. Immigration and Customs Enforcement officers and investigators.
Avelo was launched in 2021 as COVID-19 still raged and billions of taxpayer dollars were propping up big airlines. It saves money mainly by flying older Boeing 737 jets that can be bought at relatively low prices. And it operates out of less-crowded and less-costly secondary airports, flying routes that are ignored by the big airlines. It said it had its first profitable quarter in late 2023.
Andrew Levy, Avelo's founder and chief executive, said in announcing the agreement last month that the airline's work for ICE would help the company expand and protect jobs.
“We realize this is a sensitive and complicated topic," said Levy, an airline industry veteran with previous stints as a senior executive at United and Allegiant airlines.
Avelo did not grant an interview request from The Associated Press.
Financial and other details of the Avelo agreement — including destinations of the deportation flights — haven’t publicly surfaced. The AP asked Avelo and ICE for a copy of the agreement, but neither provided the document. The airline said it wasn’t authorized to release the contract.
Several consumer brands have shunned being associated with deportations, a highly volatile issue that could drive away customers. During Trump's first term, authorities housed migrant children in hotels, prompting some hotel chains to say that they wouldn't participate.
Many companies in the deportation business, such as detention center providers The Geo Group and Core Civic, rely little on consumer branding. Not Avelo, whose move inspired the boycott petition on change.org and drew criticism from the carrier's flight attendants union, which cited the difficulty of evacuating deportees from an aircraft in an emergency within the federal standard of 90 seconds or less.
“Having an entire flight of people handcuffed and shackled would hinder any evacuation and risk injury or death,” the Association of Flight Attendants-CWA said in a statement. “It also impedes our ability to respond to a medical emergency, fire on board, decompression, etc. We cannot do our jobs in these conditions.”
In New Haven, Connecticut, where Avelo flies out of Tweed New Haven Airport, Democratic Mayor Justin Elicker urged Avelo’s CEO to reconsider. “For a company that champions themselves as ‘New Haven’s hometown airline,’ this business decision is antithetical to New Haven’s values,” Elicker said in a statement.
Protests were held outside airports in Arizona and Connecticut on Monday.
In Mesa, over 30 protesters gathered on a road leading up to the airport, holding signs that denounced Trump’s deportation efforts. In Connecticut, about 150 people assembled outside Tweed New Haven Airport, calling on travelers to boycott Avelo.
John Jairo Lugo, co-founder and community organizing director of Unidad Latina en Acción in New Haven, said protesters hope to create a financial incentive for Avelo to back out of its work for the federal government.
“We need to cause some economical damage to the company to really convince them that they should be on the side with the people and not with the government,” Lugo said.
Mesa, a Phoenix suburb with about 500,000 people, is one of five hubs for ICE Air, the immigration agency's air transport operation for deportations. ICE Air operated nearly 8,000 flights in a 12-month period through April, according to the advocacy group Witness at the Border.
ICE contracts with an air broker, CSI Aviation, that hires two charter carriers -- GlobalX and Eastern Air Express -- to do most of the flights, said Tom Cartwright, who tracks flight data for Witness at the Border.
Cartwright said it was unusual in recent years for commercial passenger carriers to carry out deportation flights.
“It’s always been with an air broker who then hires the carriers, and the carriers have not been regular commercial carriers, or what I call retail carriers, who are selling their own tickets,” Cartwright said. “At least since I have been involved (in tracking ICE flights), they’ve all been charter companies.”
Avelo will be a sub-carrier under a contract held by New Mexico-based CSI Aviation, which didn’t respond to questions about how much money Avelo would make under the agreement.
Avelo provides passenger service to more than 50 cities in the U.S., as well as locations in Jamaica, Mexico and the Dominican Republic. Avelo does not operate regular commercial passenger service out of Mesa Gateway Airport, said airport spokesman Ryan Smith.
Associated Press writer Susan Haigh in Hartford, Connecticut, contributed to this report.
Passengers walk in front of Mesa Gateway Airport, where Avelo Airlines started making deportation flights on behalf of the federal government on Monday, May 12, 2025, in Mesa, Ariz. (AP Photo/Ross D. Franklin)
Boeing warned plane owners in 2011 about a broken part that contributed to a UPS plane crash that killed 15 last year but at that point the plane manufacturer didn't believe it threatened safety, the National Transportation Safety Board said Wednesday.
The UPS plane crashed in November 2025 shortly after taking off in Louisville, Kentucky, when the left engine flew off the wing as the plane rolled down the runway. Three pilots on the plane that was headed for Hawaii were killed along with 12 more people on the ground near Louisville’s Muhammad Ali International Airport.
The NTSB said Wednesday that Boeing had documented in 2011 there were four previous failures of a part that helps secure the MD-11's engines to the wings on three different planes, but at that point the plane manufacturer "determined it would not result in a safety of flight condition." These planes were actually built by McDonnell Douglas, which was later bought by Boeing.
The NTSB previously said investigators found cracks in some of the parts that held the engine to the wing. Those cracks hadn’t been caught in regular maintenance done on the plane, which raised questions about the adequacy of the maintenance schedule. The last time those key engine mount parts were examined closely was in October 2021, and the plane wasn’t due for another detailed inspection for roughly 7,000 more takeoffs and landings.
It’s not clear when the cracks started to develop in the parts that helped hold the engine on the wing, but this crash is reminiscent of a 1979 crash in Chicago when the left engine flew off an American Airlines DC-10 during takeoff, killing 273 people. The DC-10 was the predecessor of the MD-11.
That previous crash led to the worldwide grounding of 274 DC-10s. The airline workhorse was allowed to return to the skies because the NTSB determined that maintenance workers damaged the plane that crashed while improperly using a forklift to reattach the engine. That meant the crash wasn’t caused by a fatal design flaw even though there had already been a number of accidents involving DC-10s.
But former FAA and NTSB crash investigator Jeff Guzzetti said that a service bulletin McDonnell Douglas issued in 1980 did identify failures of the spherical bearing race as a “safety of flight condition” so it's surprising that Boeing didn't call it that in 2011. He said that American had removed the engine of that plane so it could inspect that bearing.
“I just think it raises questions regarding the adequacy of the severity of the 2011 service letter, and it also raises questions about how UPS incorporated that information and acted upon it,” Guzzetti said.
The service bulletin that Boeing issued didn't require plane owners to make repairs like an FAA airworthiness directive would, and the agency didn't issue such a directive.
Former federal crash investigator Alan Diehl said the notice from Boeing recommended replacing the bearings with a redesigned part that was less likely to fail, but it still allowed operators to replace defective bearings with another older bearing that had demonstrated it was prone to failing.
“As the investigation continues, the NTSB will have to address whether this service bulletin was an adequate solution to a known problem which could have had catastrophic results,” Diehl said. “The UPS crash highlights the need for increased maintenance measures on older airframes.”
NTSB didn't say whether there had been additional documented failures of the spherical bearing race since 2011. Investigators found that part broken into two pieces after the UPS crash, and the lugs that held that part were cracked.
Photos released by the NTSB of the Nov. 4 crash show flames erupting as the rear of the engine starting to detach before it flew up and over the wing. Then the wing was engulfed by fire as the burning engine flew above it.
The factual report released Wednesday doesn’t state what caused the engine to fly off, but it's clear that investigators are focused on the failure of this bearing. The ultimate conclusion won't come though until the NTSB's final report, which usually doesn't come until more than a year after a crash.
But the report will undoubtedly be cited in the first lawsuit over the crash that was filed last month and subsequent lawsuits.
The report does make clear that neither of the plane's two other engines were on fire before the crash. Some experts had previously speculated that debris flying off of the left engine might have damaged the engine on the tail.
Boeing, UPS and the Federal Aviation Administration are limited on what they can say while the NTSB investigation is ongoing, so they all declined to comment on Wednesday's report. Boeing and UPS both expressed condolences to the families that lost loved ones in the crash.
“We remain profoundly saddened by the Flight 2976 accident," UPS spokesperson Jim Mayer said. "Our thoughts continue to be with the families and Louisville community who are grieving, and we remain focused on the recovery effort,” Mayer said.
The 34-year-old MD-11 plane only got 30 feet (9.1 meters) off the ground before crashing into several industrial buildings just past the runway and generating a massive fireball that could be seen for miles. Dramatic videos of the crash showed the plane on fire as it plowed into buildings and released a massive plume of smoke.
Airlines quit flying this type of plane commercially years ago because it isn't as efficient as newer models, but they had continued to fly for cargo carriers like UPS and FedEx and a few of these planes were also modified for use in firefighting. All the MD-11s that had been in use and 10 related DC-10s have been grounded since the crash.
A cleanup crew detects and decontaminates water in a ditch during a tour of the UPS plane crash site, Tuesday, Jan. 13, 2026, in Louisville, Ky. (AP Photo/Jon Cherry)
Louisville Mayor Craig Greenberg speaks during a tour of the UPS plane crash site, Tuesday, Jan. 13, 2026, in Louisville, Ky. (AP Photo/Jon Cherry)
A UPS Boeing 737 takes over a destroyed truck during a tour of the UPS plane crash site, Tuesday, Jan. 13, 2026, in Louisville, Ky. (AP Photo/Jon Cherry)
FILE - This photo provided by the National Transportation Safety Board shows UPS plane crash scene on Thursday, Nov. 6, 2025 in Louisville, Ky. (NTSB via AP, File)
FILE - Plumes of smoke rise from the area of a UPS cargo plane crash at Louisville Muhammad Ali International Airport, on Tuesday, Nov. 4, 2025, in Louisville, Ky. (AP Photo/Jon Cherry, File)
