Maldivian’s New Southern Twin Otter Operation: A Strategic Expansion Built on a History of Unfinished Connectivity

Maldivian has launched a new wheel‑based Twin Otter operation in the southern atolls, connecting Gan with Fuvahmulah, Kaadedhdhoo, and Kooddoo. The airline is positioning the service as a major step toward strengthening regional mobility a long‑standing ambition for the south.

The move marks the first time Maldivian has deployed wheel-based Twin Otters for scheduled domestic airport‑to‑airport flights. While the new operation brings renewed optimism, it enters a region where multiple connectivity initiatives by Maldivian and even by the country’s largest seaplane operator have struggled to survive.

A Region Where Connectivity Has Been Tried Before

Southern connectivity is not a new idea. Over the past decade, several attempts have been made to link Addu, Fuvahmulah, and Huvadhu more efficiently, but most have faded quietly.

In 2019, Maldivian launched flights linking Gan with Kooddoo and Kaadedhdhoo, aiming to grow inter‑atoll travel. The initiative was welcomed, but the Dash‑8’s higher operating costs and the region’s inconsistent demand made it difficult to sustain. The service never matured into the high‑frequency network originally envisioned.

A year later, in 2020, Maldivian signed an agreement with Addu International Airport to begin seaplane operations between Addu and Huvadhu. The plan promised new tourism opportunities and improved resort access, with operations expected to begin within two months but the service never materialised.

Even Trans Maldivian Airways, the world’s largest seaplane operator, faced similar challenges. TMA operated seaplanes out of Gan to serve resorts in Addu and Huvadhu, but the operation remained small and eventually stopped. As with any southern operation, sustainability likely became difficult once passenger volumes and revenue couldn’t keep pace with the cost of maintaining aircraft, crew, and support infrastructure far from the main base. If an operator with TMA’s scale and experience could not maintain a larger, long‑term presence in the region, it highlights how sensitive southern operations have always been to demand and financial pressure.

Why the Twin Otter Model Might Work and Why It Still Faces Risks

Maldivian’s new approach is built on the idea that smaller, more flexible aircraft can overcome the limitations that hindered larger turboprop and seaplane operations in the south. The wheel‑based Twin Otter offers lower operating costs and a smaller capacity, reducing the pressure to fill large numbers of seats on every flight. Its performance on short sectors makes it well‑suited for the distances between Gan, Fuvahmulah, and the Huvadhu airports, and its flexibility allows the airline to adjust schedules more easily in response to fluctuating demand.

However, the underlying challenges remain unchanged. The south still has fewer resorts and lower tourism density compared to the central atolls, which limits the volume of high‑yield travel. Local demand, while present, is seasonal and inconsistent, influenced by school calendars, medical travel, and administrative needs.

Operating a secondary base in Gan introduces additional costs for crew accommodation, maintenance support, and spare‑parts logistics. History shows that previous attempts  by both Maldivian and TMA launched with optimism but struggled to achieve long‑term viability once the realities of demand and cost became clear.

The success of this operation will depend on whether the Twin Otter’s lower cost base is enough to overcome these structural realities.

A Promising Restart - But Not a Guaranteed Success

Maldivian is making a notable effort to strengthen southern connectivity with a model better aligned to the region’s scale. The new Twin Otter operation has the potential to make inter‑atoll travel faster, more accessible, and more reliable for locals and visitors.

The real test for Maldivian will be maintaining consistent load factors, managing the costs and resisting the temptation to operate the service for symbolic value rather than commercial sustainability.

If the airline can balance ambition with operational discipline, this could finally be the model that works. If not, the south may once again see a promising initiative struggle to take root.