Iran’s main airline is trying to prepare for a big change — the possible end of U.S. sanctions. These restrictions have made it hard for Iran to buy new planes, get spare parts, and fly to many countries. Now, with nuclear talks starting again between Iran and the U.S., the airline is using every opportunity to talk to global aviation companies.
Last week, Iran Air joined the yearly International Air Transport Association (IATA) meeting in New Delhi. The event gathered hundreds of airline leaders from around the world. Iran Air took this chance to quietly reach out to potential partners and aircraft suppliers. Even though many companies remain cautious about dealing with Iran, the airline managed to have informal conversations at the event.
Iran Air is hoping that someday soon, it will be allowed to buy new airplanes, possibly even from U.S. companies. Executives from the airline attended an evening event hosted by a well-known American airplane manufacturer, though they did not talk about business deals due to current rules. The airline’s team is also looking for airline partners to help it fly to places it currently cannot reach.
Worn-Out Fleet and Troublesome Maintenance
Today, Iran Air’s fleet is in poor shape. It owns fewer than 50 airplanes, and many of them can’t fly. The ones that are still in service are very old, averaging over 20 years. Because of U.S. and European rules, Iran Air hasn’t been able to get new aircraft or parts from major manufacturers for a long time.
To keep flying, Iran Air has had to find creative workarounds. The airline often takes parts from old or broken airplanes to repair the ones still in service — a practice known as “cannibalizing.” It also depends on brokers around the world to secretly source second-hand airplane parts. Since it cannot rely on foreign companies, Iran Air does almost all of its own airplane maintenance in-house.
These methods have helped the airline survive, but they bring their own problems. Fixing planes without proper parts and official support makes flying riskier. Many countries are not willing to accept these maintenance practices, which makes it harder for Iran Air to operate internationally. In 2024, the European Union banned Iran Air from flying into Europe due to its links with Russia and concerns over safety.
Iran Air wants to grow. Its goal is to increase its fleet to at least 100 airplanes. Since it cannot buy planes directly from U.S. or European manufacturers yet, it is also looking at second-hand aircraft from other countries. Recently, it managed to get two used widebody jets from China.
At the IATA meeting, Iran Air representatives tried to meet with other airlines to explore possible “codeshare” agreements. These agreements allow two airlines to share flights — meaning one airline can sell tickets for flights operated by another. This would help Iran Air connect passengers to more places without flying there directly. Airline leaders from Asia and Africa were among those who had informal chats with Iran Air’s team, although most companies are still being very cautious due to legal risks.
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Despite everything, Iran Air is not interested in buying airplanes from Russia or China, unless it has no other choice. It still hopes to one day place major orders with well-known Western airplane makers. But as long as sanctions are still in place, all such deals remain off-limits without special approval from U.S. authorities.
Until then, Iran Air will continue to rely on older aircraft, second-hand parts, and quiet conversations at global events. The road ahead is full of challenges, but Iran’s national airline is trying to stay ready for a future beyond the sanctions.
