US sanctions 27 Iranian Airlines as Mahan Air’s Boeing 777 Route is Exposed: What About Others

Written By: Tuhin Sarkar

Tuhin Sarkar

Tuhin Sarkar is a Senior Journalist at Travel and Tour World with more than 10 years of experience in travel and tourism journalism. A post-graduate in Journalism and Mass Communication from Jadavpur University, he combines strong research, industry knowledge and storytelling expertise to produce engaging, insightful and impactful travel news and fascinating feature stories.

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September 9, 2026 20:32 GMT+5:30

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US sanctions have delivered a major blow to Iran’s aviation industry, targeting 27 Iranian airlines while exposing how three Boeing 777 aircraft reached Mahan Air. The latest Treasury action goes beyond airline names. It follows aircraft movements, intermediaries, registrations and aviation service companies across several countries.

Meanwhile, the disclosure puts ECT Aviation Support and Sky Phoenix under intense scrutiny over their alleged roles in the transfers. The development is significant for global aviation because it shows how regulators are tracing complicated aircraft supply chains. As a result, airlines, lessors, brokers and financial institutions face greater sanctions-compliance risks when dealing with Iran.

Iran’s aviation industry has been hit by a fresh and unusually broad round of US sanctions, with Washington targeting 27 Iranian airlines and several companies accused of supporting Mahan Air. The action, announced by the US Department of the Treasury on September 8, 2026, also provides a detailed account of how three Boeing 777 aircraft reached Mahan Air despite longstanding restrictions on Iran’s access to Western-built commercial aircraft.

The move gives the latest sanctions campaign a wider reach. It does not focus only on one airline or a small group of aircraft transactions. Instead, the US Treasury has targeted what it describes as Iran’s remaining active airlines, alongside aviation service providers, intermediaries and companies involved in aircraft transfers and international operations.

For the global travel and aviation industry, the announcement matters because it highlights how aircraft, spare parts, logistics and commercial services can move through complex international networks even when direct transactions are restricted.

The airlines most comparable to Mahan Air

Washington targets 27 Iranian airlines

The US Department of the Treasury’s Office of Foreign Assets Control, or OFAC, announced sanctions against 36 targets connected with Iran’s aviation sector.

Among them are 27 Iranian airlines. The list includes Iran Aseman Airlines, Qeshm Air, Zagros Airlines, Kish Airlines, Saha Airlines, Taban Airlines, Ata Airlines and Iran Air Tour.

Treasury described these carriers as Iran’s remaining active airlines, signalling that the latest action is intended to place broad pressure on the country’s commercial aviation network rather than isolate only one operator.

The move follows a new aviation-sector determination announced by Washington on August 24, 2026. Treasury said the September 8 action represented the first wave of airline sanctions under that new framework.

That distinction is important. It suggests that the latest designations could form part of a wider US effort targeting aviation-related procurement and support networks connected with Iran.

Saha Airlines is also notable because the carrier was previously targeted by the European Union in October 2024 over alleged involvement in weapons transfers to Russia.

Three Boeing 777s become the centre of attention

The most significant aviation revelation in the Treasury announcement concerns three Boeing 777 aircraft acquired by Mahan Air during the summer of 2026.

Mahan Air has operated under US restrictions for years, creating major challenges around fleet renewal, aircraft acquisition and access to Western aviation services. Yet the airline has continued to expand and maintain a long-haul fleet through alternative channels.

According to Treasury, the three Boeing 777s originated from a retired fleet and were moved through third countries before reaching Mahan Air.

The aircraft were routed through the United Arab Emirates and Oman, where they received temporary registrations while being held by Sharjah-based ECT Aviation Support.

A second intermediary, Türkiye-based Sky Phoenix Hava Yollari Tasimaciligi Ticaret Limited Sirketi, was also involved in the transaction, according to the US government.

The disclosure is significant because it provides a clearer picture of the mechanism Washington says was used to move aircraft into Iran.

Rather than a straightforward sale from an aircraft owner to an Iranian airline, the transaction allegedly involved multiple jurisdictions and commercial entities. Such structures can make ownership, control, registration and ultimate destination harder to identify.

Intermediaries face US sanctions

OFAC has now sanctioned ECT Aviation Support and Sky Phoenix over their alleged roles in the aircraft transfers.

The US action also extends beyond the companies themselves.

Treasury designated Ibrahim Ali Mohamed Mohamed Mahran, identified as ECT’s Egyptian owner and chief executive. ECT Aviation Support LTD, the company’s UK subsidiary, was also designated.

Another company, UAE-based Aerobravo Airplane Management and Operation LLC, was included after Treasury said it had operated aircraft owned by the Sharjah-based company.

The sanctions demonstrate how Washington is attempting to follow the commercial chain surrounding Iranian aviation rather than focusing exclusively on the final aircraft operator.

That approach could have wider implications for aircraft management companies, brokers, lessors, maintenance providers and other aviation businesses operating internationally.

ECT had previously denied involvement

The latest US announcement also comes against the backdrop of an earlier dispute concerning aircraft transfers to Mahan Air.

ECT Aviation Support publicly denied in July 2026 that it had played a role in moving former Saudia Boeing 777 aircraft to Iran.

That earlier denial is relevant because the new Treasury action directly identifies ECT as part of the network Washington says was involved in the movement of the three aircraft.

The contrasting positions underline why aircraft ownership and transfer chains can become contentious in international aviation. A commercial aircraft can pass through several operators, registries, jurisdictions and management structures before reaching its eventual user.

For airlines operating in sanctioned markets, these complicated chains can become a means of accessing aircraft. For regulators, they can become a major enforcement challenge.

Cargo handlers and sales agents also targeted

The sanctions do not stop with aircraft transactions.

Four cargo handlers and general sales agents were designated for their alleged role in servicing Mahan Air’s international flights.

They include S Sistem Lojistik and Mes Cargo in Türkiye, Icargo in Malaysia and Tour Invest in Kazakhstan.

Treasury said S Sistem coordinated shipments of unmanned aerial vehicle components and industrial equipment bound for Iran.

The inclusion of aviation service companies shows how sanctions can affect the broader ecosystem supporting an airline.

An international carrier depends on far more than aircraft. Ground handling, cargo processing, sales representation, logistics, banking, insurance, maintenance and airport services can all be essential to keeping international operations running.

Targeting these supporting businesses can therefore create operational pressure even when an airline itself continues to possess aircraft.

Overflight and aircraft authorisations suspended

OFAC also suspended three Iran-related aviation authorisations.

The measures cover overflights and permissions allowing non-US airlines to fly US-origin or US-controlled commercial aircraft into Iran.

Treasury said aviation safety-related requests would be considered on a case-by-case basis.

That qualification matters for the wider aviation community. Sanctions policy can intersect with safety requirements, especially where aircraft operations, overflight rights and regulatory obligations are concerned.

Commercial aviation is highly interconnected. Aircraft may be owned in one country, leased through another, registered elsewhere and operated across several international jurisdictions. A change in sanctions policy in one major market can therefore have consequences well beyond the targeted country.

US warns banks over Iranian aviation procurement

The Treasury action was accompanied by a separate alert from the Financial Crimes Enforcement Network, or FinCEN.

The agency asked financial institutions to report procurement activity connected with Iranian aviation.

That expands the pressure from aircraft operators and intermediaries into the financial system.

US Treasury Secretary Scott Bessent warned that companies dealing with designated carriers risk being cut off from the global financial system.

For airlines and aviation businesses, that warning can be more consequential than the loss of access to a single supplier.

Banks, insurers, aircraft financiers and international service companies generally assess sanctions exposure before processing transactions. Once a company or individual is designated, counterparties can face substantial compliance and financial risks.

The result can be a chilling effect across the supply chain.

What this means for Iran’s aviation sector

Iran’s airlines already operate in a difficult environment shaped by restrictions on aircraft procurement, financing, maintenance and access to international aviation markets.

The latest US measures add another layer of complexity.

By targeting 27 active airlines at once, Washington is applying pressure across a broad section of Iran’s commercial aviation sector. By simultaneously targeting aircraft intermediaries and international aviation service providers, the US is also seeking to restrict the channels through which Iranian carriers can obtain external support.

The Boeing 777 disclosure provides a practical example of why Washington is tightening its approach.

The three aircraft demonstrate how a commercial aircraft can move through several jurisdictions before becoming part of an Iranian airline’s fleet. The US response indicates that regulators are increasingly examining the entire transaction chain, including temporary registrations, aircraft management companies and intermediary operators.

A wider test for global aviation compliance

The latest sanctions will be closely watched by airlines, aircraft lessors, brokers, maintenance organisations and ground-service companies worldwide.

The central issue is not simply whether an aircraft is physically delivered to Iran. Companies must also consider who owns it, who controls it, where it has been registered, which entities have managed it and whether any party in the transaction is subject to sanctions.

For the travel industry, the immediate impact may not be visible to passengers. However, restrictions on fleet acquisition and international support can influence an airline’s capacity, aircraft availability and network planning over time.

Iranian carriers may continue operating, but maintaining and expanding fleets becomes more complicated when access to international suppliers and financial services is restricted.

The September 8 action therefore represents more than another sanctions announcement. It is a detailed warning about the methods regulators are using to trace aircraft movements and commercial relationships.

As Washington begins implementing the new aviation-sector framework, the pressure on Iran’s airlines and their international partners could increase further. For global aviation companies, the message is straightforward: complex aircraft transactions do not necessarily remain outside regulators’ view.

Mahan Air Is Not Alone: These Airlines Face Aircraft, Finance and Global Travel Restrictions

The pressure facing Mahan Air is part of a much bigger aviation story. Across Iran, Russia, Belarus and Syria, airlines are dealing with sanctions, export controls, aircraft shortages, restricted financing and increasingly complicated international supply chains.

The latest US action against Iran’s aviation sector has brought that issue sharply back into focus. Washington has sanctioned 27 Iranian airlines and several aviation-related companies, while revealing how three Boeing 777s were transferred to Mahan Air through third countries.

But Mahan Air is not an isolated case.

Other carriers, including Iran Air, Iran Aseman Airlines, Cham Wings Airlines, Aeroflot, S7 Airlines and Belavia, have faced various forms of Western restrictions affecting their ability to procure aircraft, obtain parts, access financial services, maintain international partnerships or operate normally across global markets.

Mahan Air sits at the centre of the latest aviation sanctions battle

Mahan Air is one of the clearest examples of an airline continuing to operate despite long-standing US sanctions.

The carrier has faced restrictions over its alleged links to Iran’s Islamic Revolutionary Guard Corps and has subsequently encountered major barriers to accessing Western aviation services.

The latest US Treasury action adds a new layer.

Washington says three Boeing 777 aircraft reached Mahan Air during the summer of 2026 after passing through third countries, including the United Arab Emirates and Oman. Treasury identified Sharjah-based ECT Aviation Support and Türkiye-based Sky Phoenix Hava Yollari Tasimaciligi Ticaret Limited Sirketi as intermediaries involved in the transfers.

The US has now sanctioned those companies and other entities connected with the alleged transactions.

The significance goes beyond three aircraft.

It shows how regulators are increasingly examining the entire aviation supply chain, rather than simply targeting the airline operating the aircraft.

Aircraft ownership, temporary registration, management, leasing, logistics, financing and eventual operation can all become relevant when sanctions are involved.

Iran Air faces a different but related challenge

Iran Air, the country’s flagship carrier, is another important example.

The airline has spent years operating in an environment where access to new Western-built aircraft and aviation technology has been heavily restricted.

Iran’s ageing fleet has therefore become a longstanding industry issue. Maintaining older aircraft is more complicated when airlines cannot freely source original equipment, components, maintenance support or financing from major Western suppliers.

The situation demonstrates an important point: sanctions do not necessarily stop an airline from flying.

Instead, they can gradually alter how that airline operates.

Fleet renewal becomes harder. Maintenance planning becomes more complicated. Procurement takes longer. Alternative suppliers become more important. Financial transactions require additional scrutiny.

That creates operational consequences even when flights continue.

Iran Aseman Airlines is now directly caught in the latest action

Iran Aseman Airlines is particularly relevant because it is among the 27 Iranian airlines targeted by the US Treasury’s September 8, 2026 action.

The designation places the carrier within Washington’s broader aviation-sector sanctions strategy.

Other Iranian airlines included in the latest measures are Qeshm Air, Zagros Airlines, Kish Airlines, Saha Airlines, Taban Airlines, Ata Airlines and Iran Air Tour.

This broad approach matters because Iran’s aviation system does not depend on a single national carrier.

Multiple airlines require access to aircraft, spare parts, airport services, cargo infrastructure, sales agents, financial institutions and international aviation relationships.

By targeting a large number of active carriers simultaneously, Washington is putting pressure on the wider commercial aviation environment.

Saha Airlines has already faced European sanctions

Saha Airlines provides another example of how Iranian aviation has become entangled with wider geopolitical disputes.

The carrier was among Iranian airlines sanctioned by the European Union in October 2024 over alleged involvement in the transfer of weapons to Russia.

That means Saha has faced pressure from both sides of the Atlantic at different stages of the broader sanctions campaign.

Its case also demonstrates why airline sanctions can no longer be viewed purely as a commercial aviation issue.

An airline can become subject to restrictions because of alleged activities involving defence, logistics, government entities or international geopolitical relationships.

For aviation companies, this makes due diligence increasingly important.

Cham Wings shows the wider Middle Eastern impact

Outside Iran, Syria offers another relevant comparison.

Cham Wings Airlines has previously faced US and European sanctions, creating substantial constraints around its international commercial operations.

The Syrian carrier’s experience illustrates how sanctions can affect airlines operating from countries already isolated from much of the international financial and aviation system.

The problems can extend across several areas.

Access to banking can become more difficult. International suppliers may avoid transactions. Insurance arrangements can become complicated. Aircraft leasing options can shrink. Partnerships with foreign carriers can also become harder to maintain.

These effects can reinforce one another.

When an airline has difficulty obtaining aircraft, it may have to keep older aircraft flying. When older aircraft require more maintenance, procurement becomes more important. When international suppliers are unwilling or unable to transact, the airline must search for alternative sources.

The result is an increasingly complex operating environment.

Russia’s Aeroflot offers the biggest comparison

Russia’s airline industry provides perhaps the most significant modern comparison.

Following Russia’s invasion of Ukraine, Western governments introduced extensive sanctions and export controls affecting Russian aviation.

Aeroflot, Russia’s flagship airline, became one of the most visible carriers operating under this new environment.

The restrictions affected access to Western aircraft, components, technology, financing and leasing arrangements.

Airlines that had previously depended heavily on aircraft produced by Boeing and Airbus suddenly faced a very different operating landscape.

The Russian industry responded by increasing reliance on domestic and alternative international supply chains.

However, the situation is not identical to Iran.

Russia has a large domestic aviation market, substantial technical expertise and its own aircraft manufacturing ambitions. That gives Russian airlines more options than many Iranian carriers.

Nevertheless, the underlying problem is similar: Western restrictions can fundamentally change how an airline acquires, maintains and operates its fleet.

S7 Airlines faces the same broader supply-chain problem

S7 Airlines is another Russian carrier affected by the post-2022 aviation environment.

Like other Russian operators, the airline has had to deal with restrictions affecting Western aircraft and aviation components.

The challenge is especially significant for carriers operating Airbus and Boeing aircraft.

A modern commercial aircraft depends on a huge global network of suppliers. Engines, avionics, landing gear, flight-control systems, cabin equipment and other components can originate from multiple countries.

Restricting access to even part of that network can have consequences for aircraft availability.

That is why sanctions affecting aviation are often more complicated than a simple prohibition on buying an aircraft.

Belavia demonstrates how international routes can also be affected

Belarusian national carrier Belavia offers another important case.

The airline has faced extensive Western sanctions and travel restrictions following Belarus’s political and geopolitical disputes with Western governments.

Unlike the Iranian case, where aircraft procurement and aviation-support networks are central concerns, Belavia’s experience also highlights the impact of restrictions on international routes and access to foreign markets.

For an airline, losing access to airports and airspace can be commercially damaging even when its aircraft remain operational.

A carrier’s business model depends on network connectivity.

If certain destinations disappear, aircraft utilisation can decline, schedules can become less efficient and connecting traffic can move to competitors.

Why aircraft sanctions matter to travellers

For passengers, sanctions can initially seem like an issue for governments, banks and airlines rather than the travelling public.

In reality, the effects can eventually reach travellers.

When aircraft procurement becomes difficult, airlines may retain older aircraft for longer. That can increase maintenance requirements and reduce fleet flexibility.

If spare parts are difficult to source, aircraft availability can become less predictable.

If international partnerships are reduced, passengers may have fewer connecting options.

If routes are restricted, journey times can increase or travellers may need to connect through alternative hubs.

The effects are therefore not always immediate, but they can become visible over time.

The real battleground is the aviation ecosystem

The most important development in the latest Iranian sanctions is arguably the breadth of the approach.

Washington is targeting airlines, aircraft intermediaries, aviation management companies, cargo handlers and other commercial entities.

That represents a shift towards monitoring the ecosystem supporting an airline, rather than treating the carrier as an isolated business.

The three Boeing 777s linked to Mahan Air demonstrate why.

An aircraft can be owned by one company, managed by another, temporarily registered in a different jurisdiction and ultimately operated by an airline elsewhere.

Every stage creates a potential compliance issue.

For lessors, brokers, maintenance organisations, banks, insurers and ground handlers, understanding the complete transaction chain is therefore becoming increasingly important.

A new era of sanctions compliance for airlines

The experiences of Mahan Air, Iran Air, Iran Aseman Airlines, Saha Airlines, Cham Wings, Aeroflot, S7 Airlines and Belavia are not identical.

Their legal circumstances, political backgrounds and individual restrictions differ.

However, they share a broader aviation challenge: operating in a global industry while facing restrictions that limit access to parts of that global system.

That distinction is critical.

The aviation industry was built around international connectivity. Aircraft cross borders every day. Leasing companies can be based in one country, aircraft registered in another and operators headquartered thousands of kilometres away.

Sanctions challenge that model by making those connections subject to increasingly complex regulatory scrutiny.

For airlines, the consequences can involve aircraft acquisition, maintenance, finance, insurance, cargo and route planning.

For passengers, the eventual impact can be measured in fleet availability, network choices and operational reliability.

And for the global travel industry, the latest Mahan Air case is a clear warning that the next aviation sanctions battle may not be fought only over airlines.

It may be fought over every company, aircraft and financial transaction that helps keep those airlines in the air.

“US sanctions against 27 Iranian airlines underline how deeply geopolitical decisions can affect commercial aviation. The disclosure surrounding Mahan Air’s three Boeing 777s is particularly important because it shows that aircraft movements can involve several countries, intermediaries and aviation-service companies before reaching an operator. For the travel industry, this is not simply a sanctions story; it is also a reminder of how interconnected global aviation has become. Airlines, lessors, brokers, banks and ground-service providers must understand the ownership, registration and transaction history of aircraft they handle. Transparency and rigorous compliance will remain essential as aviation faces increasingly complex geopolitical risks.”

— Anup Kumar Keshan, Founder and Editor-in-Chief, Travel And Tour World

The cause is Washington’s effort to restrict Iran’s access to Western aviation assets and the networks that can facilitate their transfer. The answer is a wider sanctions strategy covering airlines, aircraft intermediaries, cargo handlers and financial activity. The reason is straightforward: US authorities say Iranian carriers continue finding routes through third countries to obtain aircraft and aviation support. The three Boeing 777s linked to Mahan Air provide the clearest example. Therefore, the September action seeks to close those channels by identifying companies involved in aircraft management, temporary registrations, logistics and international servicing. The policy could make future procurement increasingly difficult.

The US sanctions against 27 Iranian airlines mark a significant escalation in Washington’s aviation-focused pressure campaign. More importantly, the Treasury disclosure about three Boeing 777s reaching Mahan Air offers a rare look at the international pathways used to move aircraft into Iran despite restrictions.

The involvement of companies in the UAE, Oman, Türkiye, the UK, Malaysia and Kazakhstan demonstrates how aircraft transactions can cross multiple jurisdictions before reaching their final operator. By sanctioning airlines, intermediaries and service providers simultaneously, Washington is targeting the wider commercial ecosystem that keeps Iranian aviation connected to international markets. FinCEN’s parallel warning to banks adds another layer of financial scrutiny.

For global aviation companies, the lesson is clear: aircraft ownership, registration, management and destination can all become sanctions-compliance issues. Iran’s carriers may continue flying, but acquiring aircraft and securing international support is likely to become more difficult.