Hawaii Airline Executive With Tumultuous Past Returns To Steer Travel

David Uchiyama is back. The longtime Hawaii travel executive, whose career has spanned airlines, rail, tourism, and even futuristic seaglider experiments, has been named Chief Administrative Officer at the state’s tourism agency.

For those who recall his track record — from the collapse of Island Air to a brief stint on the Honolulu Rail project, the appointment raises eyebrows. At a time when the agency itself has been stripped of much of its authority and struggles to prove its relevance, Uchiyama’s return feels like both a gamble and a perfect fit.

The man who brought planes and problems to Hawaii.

David Uchiyama has been a constant presence in Hawaii travel for nearly two decades. From 2007 to 2015, he served as the state’s brand manager at the Hawaii Tourism Authority, where he was responsible for promoting Hawaii abroad and persuading airlines to add flights.

Those were the years when arrivals surged to record highs, and Hawaii’s image was pushed harder than ever into global markets. Yet the success came with consequences. Congestion spiked, resident frustration increased, and tourism management fell behind. Uchiyama was central to both outcomes: the celebrated growth in flights and visitors, and the mounting problems Hawaii still struggles with today.

When Larry Ellison sold Island Air to a group of local investors in 2016, Uchiyama was brought in as president and later became CEO. He promised that a new fleet of Bombardier Q400 turboprops would transform the airline into a reliable and competitive interisland option. Employees wept on the tarmac when the first aircraft arrived, believing the airline’s future was finally secure.

Island Air’s rise and fall: what went wrong.

That hope quickly faded. By late 2017, Island Air was losing millions and facing eviction from its Q400 lessor. Bankruptcy followed, and the airline ceased operations in November of that year.

Hundreds of employees were suddenly out of work, and travelers were left stranded with worthless tickets. For more than a year, residents had no alternative to Hawaiian Airlines until Southwest entered the market in 2019.

Uchiyama’s name became tied to the collapse, despite his public assurances that the new fleet would save the carrier. For many, it was another bitter reminder of how fragile second airlines in Hawaii have always been.

From rail to seagliders: Uchiyama’s bold bets.

After Island Air, Uchiyama resurfaced at the Honolulu Rail project as chief operating officer in 2019. The troubled effort was already infamous for runaway costs, endless delays, and leadership churn. Less than two years later, new management swept him out along with other top staff. His tenure ended as abruptly as it began, fitting the pattern of a career marked by turbulent exits.

Even while rail faltered, Uchiyama was pitching a new idea: the Hawaii Seaglider Initiative. The concept called for low-flying electric craft that could bypass airports, operate from harbors, trim travel times, and lower fares. He promoted it as a way to reconnect communities and give residents affordable interisland choices.

Major airlines, including Hawaiian, Alaska, United, and Japan Airlines, have expressed early interest; however, the project remains a prototype with years of certification hurdles ahead. Whether it ever takes off is unknown, but it underscored Uchiyama’s willingness to gamble on bold Hawaii travel experiments.

Why HTA is gambling on a familiar face.

On paper, it appears to be an internal operations role. In reality, it is a symbolic return to an organization that has struggled for years to prove its relevance. An executive with a record of messy endings may be just the right fit for an agency that itself has lost much of its authority.

The Hawaii Tourism Authority has been battered by lawsuits, funding battles, and criticism from both residents and the visitor industry. Today, it functions with only an advisory board and reports directly to the governor’s office. Its credibility is fragile, and its future remains uncertain. In that sense, Uchiyama’s experience navigating chaos at airlines, rail, and startups mirrors the instability of the very agency he is now stepping into.

What this means for Hawaii travelers.

For visitors, this may sound like an insider shuffle. But Uchiyama’s fingerprints are already on Hawaii travel. His decisions have influenced fares, reliability, and Hawaii’s brand abroad. Uchiyama’s return signals that his hand in Hawaii travel is not finished.

Same names, new chapter.

Hawaii has a long history of recycling executives across various industries, including airlines, tourism, transportation, and government. Uchiyama’s career is the textbook example. Each stop has brought both accomplishments and controversy. Yet here he is again, stepping into a leadership seat at a moment when Hawaii tourism needs clarity more than ever.

The question now is whether Uchiyama’s turbulent history makes him a liability or equips him to guide an agency that remains on shaky ground.

Would you trust a leader with this track record to shape Hawaii’s tourism future? Or is it time for new voices to lead the way? We welcome your comments.