Within the framework of the ALTA Airline Leaders Forum that took place this week in Lima, and in the year SKY Airline celebrates a decade since the decision that reconfigured the Southern Cone's air travel map by transforming to the low-cost model, Aviacionline interviewed Holger Paulmann, president of the company. He reflects on a change he defines as a "very good experience" and a "gigantic social impact," responsible for opening air transport to millions of passengers through a drastic reduction in fares.However, Paulmann warns that this democratization faces several threats. It is no longer about competition, but about the rise in government fees, inefficient infrastructure costs, and a "brutality" of regional taxes that hinder connectivity and jeopardize the progress achieved.The 2015 revolution: "We lowered the fare to less than half"The impact of SKY's transformation was immediate and profound. Paulmann recalls that the announcement generated a national stir. "The impact on society was so great that we were the third most searched concept on Google that year [2015] in Chile, after the 'Bono Marzo' (March Bonus) and the Copa América, which was played in Chile and won by Chile," he recounts.The reason for this interest was clear: the price. "There were many people who had tried flying low-cost in Europe, in the United States... and what they were waiting for was more competitive fares," he explains.The numbers validate the strategy. Paulmann details that, while in 2014 SKY's average fare for a domestic segment in Chile was 100 dollars, today it stands at approximately 55 dollars. This reduction is even more significant when considering the economic context."You have to be aware that in those 10 years since the business model change, inflation in Chile has been 45%. Therefore, the fare, and in dollars it has been a bit more than 30, the fare should have, if we had done nothing, gone from 100 to 130 dollars, and the truth is that it is now at less than half of that," stresses the executive.This new pricing scheme, he affirms, generates a "gigantic social benefit." He explains that 65% of passengers end up buying tickets below the average cost, "subsidized by the other 35 who are usually people traveling for business, who are buying tickets at the last minute and who want more benefits."Paulmann highlights that the biggest challenge was achieving this price drop by breaking the industry's usual "trade-offs." "That's the beautiful part," he says, "having been able to... lower the price, but at the same time improve safety standards, modernize the fleet, improve the customer experience, have a better organizational climate. That is... we have done the exact opposite [of sacrificing quality]."<h3 style="margin-left:0px;">The regulatory threat: fees that suffocate connectivity</h3>Despite the model's success, Paulmann is categorical in pointing out the new obstacles. The main one: regulatory costs and boarding fees.In Chile, he criticizes that the government did not fulfill its promise to reduce domestic fees (only two of three reduction stages were implemented) and that now "they are looking at the possibility of how to increase taxes."He warns that the industry cannot absorb these costs: "In the end, if our costs are increased... all that cost increase will sooner or later be passed on to the customer, and unfortunately, the customer ends up paying it."The problem is exacerbated in Peru, where the high Airport Use Fee (TUA) for international connections, which led SKY to cancel its Lima-Cancún route, is seen by Paulmann as a "myopic" decision."Unfortunately, that myopic view that this issue has no impact on Peruvians is very short-sighted, because if the Lima hub is less competitive than the rest of the region's hubs... [it will have] a negative impact not only for Peruvians but also for all passengers in the region who connected through Peru," he states.Lima: the "pretty" but inefficient hub?Paulmann deepens his criticism of the Lima hub, asserting that the problem is not just the TUA, but the operational experience. He criticizes that, unlike other hubs like Panama, where an international transit passenger goes "from one gate to the other, direct, without passing any security control," in Lima "they force you to go through the security control. So, that also adds one more barrier."Regarding the recently opened new Lima airport, although he calls it "very pretty," he points out serious design and capacity flaws. "This airport was supposed to be three times the size of the previous airport and unfortunately it did not grow in the same proportion in gates," he affirms. "There is an issue that, in the end, in terms of capacity, the airport really did not increase significantly."Furthermore, he criticizes the direct impact on the passenger: "It's the same airport, but the customer takes 15 minutes longer to get to this new airport than to the previous terminal. So, just by having changed the access area to the airport, you ended up adding 10 to 15 minutes of ground travel for the passenger."'Verba et Facta': the hypocrisy of the "green airport"The president of SKY also pointed to operational inefficiencies at airports, specifically in Santiago, which generate millions of dollars in fuel costs and unnecessary emissions, contradicting sustainability discourses.Citing the motto "Verba et Facta" (Words and Deeds), Paulmann criticizes the lack of consistency. "There is goodwill when we talk about the concept of a green airport... [because] it is popular to talk about a green airport... but at the moment of truth, it is super difficult to implement," he points out.He highlights three clear examples of inefficiency:<ol><li>Non-optimized approaches: "The 'continuous descent approach' does not exist. The authorities make you do a 'step down approach'... descend to 10,000 feet and maintain... And every time you have to maintain, consumption multiplies by three or four."</li><li>Indirect flight routes: "Pilots have to permanently request the possibility of being able to make a direct flight and many times they are not authorized."</li><li>Inefficient taxiing: "When you arrive, you know you are going to park in one of the western concourses, they make you land on the eastern runway. So you say, but why are we going to congest the taxiing?"</li></ol>Paulmann estimates that if airlines, control towers, and airports worked "well as a team," there is an "opportunity to continue lowering emissions by between 5 and 7%" just with operational efficiency, even before starting to use Sustainable Aviation Fuels (SAF).The security "hole": "drug traffickers can fly freely"In one of the most critical points of the interview, Paulmann denounced a serious vulnerability in the security system for domestic flights in Chile, resulting from a lack of digitization."In Chile, to fly within the country, there is only a physical check of documentation. Criminals can be traveling within Chile on domestic flights, drug traffickers, and nothing happens; they can fly freely," he affirmed.The risk, he explains, is that the control is merely visual. "They only look to see if the ID matches the boarding pass. There isn't even verification that that boarding pass was actually issued by the airline. That is, people can be entering the restricted area of the airport with a fake boarding pass."The solution, he insists, is the integration of data between the airline, authorities, and the airport, as happens in other terminals in South America, where the passenger must scan their boarding pass for a turnstile to open. "That, unfortunately, has not happened [in Chile]."Argentina: correct measures, "brutal" feesAsked about the Argentine market, Paulmann is optimistic about the direction of the new government ("it has taken a ton of measures that go in the right direction"), but he is relentless regarding its policy on fees."There is one thing that is still very restricted, which is precisely the issue of international boarding fees. It's brutal how expensive Argentina is. It is the most expensive country in the region for international fees," he sentenced.This policy, he asserts, makes high-potential routes (like seasonal ones to Bariloche or Calafate) "marginal." The executive offers a devastating example: a Santiago-Bariloche flight has the same distance as a Santiago-Puerto Montt flight. However, while the domestic flight pays 13 dollars in taxes, the flight to Argentina, adding taxes from both sides, ends up reaching "almost 100 dollars." "It's 13 versus 100. That's the difference, the fees are eight times more expensive," he emphasizes.Paulmann also criticizes that it is "unfair" for a passenger on a short regional flight to Argentina or Brazil "to pay the same rate as a passenger traveling from Chile to Paris."The future: regional connectivity or stagnationFor SKY's leader, the first low-cost decade focused on migrating passengers from ground to air. "The bulk of the marginal demand that the model created... the bulk of that has already passed," he admits.The next big opportunity is in regional connectivity, specifically between secondary cities, which is practically non-existent today. "Here in South America, it practically doesn't exist," he laments."Sometimes it happens that if you want to go from a secondary city in Chile to a secondary city in Argentina, for example, from Concepción to Córdoba... it can take you an entire day. It takes you longer than going to Europe to fly what, in reality, could be a direct flight of less than 2 hours," he illustrates.Paulmann asserts that if the region's international fees were similar to domestic ones, regional traffic "could be tripled in the next 10 years."Meanwhile, the airline is preparing to receive its first A321XLR aircraft "starting next year" (2026) and seeks to strengthen its alliances, ruling out fifth-freedom routes in Argentina for now in favor of its agreement with Aerolíneas Argentinas. "We are in conversations with them to see if we can resume the codeshare," he revealed.Ten years after the low-cost bet, SKY's assessment is clear: the model was a resounding social success. However, the next decade will define if that success can be replicated at a regional level. Holger Paulmann's battle is no longer against an obsolete business model, but against a structure of regulatory costs and inefficiencies that threaten to put a ceiling on the democratization of South American skies.

From "Argentina's Brutal Fees" to the "Green Hypocrisy": An Interview with Holger Paulmann, President, SKY Airline

During the ALTA Airline Leaders Forum 2025 in Lima, Peru, Aviacionline sat down with Roberto Held, Business Development Head for the Americas at Avion Express. The conversation centered on the expanding presence of the ACMI (Aircraft, Crew, Maintenance, and Insurance) company in Latin America, its collaborations with partners such as Flybondi, and its recent acquisition of a strategic Air Operator Certificate (AOC) in Brazil.<section class="noteSuggested" data-id="41240" data-title="Puede interesarte"></section>Pablo Diaz: Roberto, tell me how Avion Express Brazil is coming along. How are the plans developing, how is the work with Flybondi going, and how do you see the general ACMI landscape in the region?Roberto Held: We are perhaps the largest ACMI company today for narrowbody aircraft, with 55 Airbus A320s. We have been developing the region for about 4 years now, and we see that airlines are beginning to understand other, more efficient operating models, where we are part of that solution.We started with operations in Chile for Sky in 2022 and then, in 2023, we developed a large wet leasing project in Mexico with Viva, which exceeded 20 units, demonstrating the model's flexibility.Last year, we entered Argentina with Flybondi, which became a pioneer of wet leasing in the south. We worked hard with the Argentine authorities to demonstrate the benefits and safety standards. This year, we confirmed that we are repeating with them, which shows that ACMI is no longer just for disruptions, but a strategic tool for the peak season.The big step was obtaining ANAC certification in Brazil this February. So today we have our two AOCs in Europe (Malta and Lithuania) and this new platform in South America, with aircraft based in Brazil. This is key: we have already shown that from the Brazilian AOC, we can serve the Argentine market, so it gives us a versatile footprint, the ability to deploy aircraft quickly (both ACMI and charter), and the backing of our global fleet.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/10/operated_by_avion_express.jpg" alt="Operated by Avion Express"></figure>Pablo Diaz: Sure, and I imagine it gives you a perfect counterweight to the idle capacity of the European low season, right? You use it here during the Southern Hemisphere's peak.Roberto Held: That is the strategy. The counter-cycle is perfect: when summer begins in the south, winter begins in the north. They are complementary and allow for greater fleet utilization throughout the year. The good thing is that authorities and airlines are already beginning to understand this; they see it's not an issue of one aircraft brand or another, but rather tools that you can incorporate for both 737 and A320 operators.&nbsp;Pablo Diaz: Speaking of which, it seems that in this region, outdated notions, like routes being "set in stone," are finally falling away. There is greater mental room to accept the ACMI model, which was previously unthinkable. Do you see this as a real evolution in the industry's thinking, or is it pure necessity due to aircraft delivery delays?Roberto Held: The industry has evolved positively in developing regulation. The engine issue, for example, has made authorities understand that connectivity must be supported. The principle here is how to continue developing the market safely, and for that, authorities are starting to look at EASA and FAA standards.I have been a proponent of continuing to work on homogenizing regulations; we cannot remain fragmented when the operators are the same in different countries. We are moving towards regulatory consolidation.Definitely, visions like that of the government in Argentina have facilitated the conversation about connectivity. Brazil is another exceptional case of how ANAC promotes regulatory developments, like Voo Simples. The more seats and operating models there are, the more pleased the authorities will be. In the end, the passenger benefits. We are part of that conversation.&nbsp;Pablo Diaz: Let's be specific about the Brazil AOC. We see moves like NGSA (GOL) using a Chilean AOC, where crew-related social charges are lower, which is an advantage for managing seasonality. Why did you choose Brazil, which is more complex? What does the Brazilian AOC give you that, for example, Chile would not have?Roberto Held: Brazil has its particularities. If you want to fly for Brazilian operators, the only way is to have an aircraft registered in Brazil and with Brazilian crews. What is the advantage? It becomes a platform based in Brazil, but with regional reach. As we already saw with Flybondi, we can operate in Argentina from that base.We have the European EASA standard and now this platform in the region, with aircraft based here, 3 or 4 hours from anywhere, with Brazilian crews. That is the reason: it enables us for the entire region. And it also allows us to mix wet lease operations with charter.&nbsp;Pablo Diaz: And what happened with the Mexico AOC? You started strong, and then Brazil began to develop.Roberto Held: We are constantly evaluating the region. Our strategy as a group is to look at counter-cyclical geographies. Just as we were analytical with Brazil, there is the Mexico initiative, but each has its own timing. Right now, the priority is Brazil.&nbsp;Pablo Diaz: With all the delivery delays for the MAX and the neo, which mean a new aircraft order isn't expected until 2030 or beyond, do you see a revaluation of previous-generation aircraft? Does that situation help you?Roberto Held: More than the asset, our business is capacity. We don't get into dry leasing. Our model is about how to support airlines that need capacity during certain periods. It is an asset that we move around the world: we understand these situations and try to be part of the solution. The situation with some engines is no secret to anyone, and that is what has highlighted the benefits of wet leasing in the region, which was previously thought to be only for Europe.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/10/roberto_held_business_development_head_americas_avion_express.jpeg" alt="Roberto Held, Business Development Head - Americas, Avion Express"></figure>Pablo Diaz: Last one, Roberto. There seems to be a trend of "overcorrecting" the low-cost model. Many airlines are bringing back Premium Economy or differentiated cabins. You, with a standardized single-class product, how do you see that move? Have your clients asked you to review that configuration?Roberto Held: Quite the opposite. We have been following the trend of recent years: product simplification. That is where we can make the aircraft's incorporation easier. We can customize it, but we have found the niches where airlines have a single-class product that they might differentiate by blocking a seat. It is a model similar to Europe's.The aircraft is an asset that moves: one season it flies in Europe, and later in the southern part of the continent. The industry has evolved, but for us, standardization is a driver. The low-cost dynamic has allowed our 320s to operate in 320 or 737 fleets without major complexity. In some cases, we have had to make adjustments, but that is due to requests from an authority or a country's standards.In principle, we maintain our standard of 180 seats on the A320ceo. We offer a reliable product that adapts to Latin America. Today, the figure for flights per capita in the region is still low; for many people, it is their first time flying. It is a simple product that doesn't get complicated, and that is where we come in to bring more capacity.&nbsp;Pablo Diaz: To close, three choices: a book, a movie, and a song.Roberto Held: A book: The Element. I read it this year, and I found it interesting. A movie: Shawshank Redemption. That is my movie. And a song, I would say Viva la Vida. It's part of the fun, of enjoying the journey, of enjoying the path and the moment.

"ACMI is a strategic tool": an interview with Roberto Held, Avion Express

The aviation supply chain is "definitely improving" after several years of crisis, but remains "very fragile," according to a panel of top industry executives. While manufacturers are ramping up production, panelists warned that a significant loss of expertise in the workforce, ongoing tariff disputes, and an over-reliance on single-source suppliers pose significant threats to a full recovery.The panel was moderated by Carlos Garcia, Partner at Oliver Wyman, who framed the discussion by noting the supply chain's massive financial impact. "Just last week, Oliver Wyman and IATA published a report on the impact of the supply chain, and we quantified that the global impact for all airlines in 2024 is around $11 billion," Garcia said.<h4>A 'Positive' but 'Fragile' Recovery</h4>Panelists agreed that the situation has improved significantly since the pandemic. Wagner Ricardo of Embraer stated, "I think that [the situation] has been improving. Two, three years ago, all of us had a problem with all our suppliers". He noted that Embraer has managed to ramp up: "From 2020 to last year, we increased by 70% the number of E-Jets, E1 and E2 together". He projected a return to pre-pandemic delivery levels in "two [or] three years".Arturo Barreira of Airbus concurred, calling the improvement "significant" and stating, "we're getting back to pre-pandemic levels... we plan to deliver well over 720 aircraft this year," though he cautioned that the year would be "heavily backloaded".However, Jose Sici of Boeing offered a more cautious view. "I think today the trend is positive, but I would say it's still very fragile," he said. Sici pointed out that the supplier base is not just the "big guys" but that the "vast majority of them are small companies of 500 or less... and that supply chain... takes time to rebuild".A key reason for this fragility, Sici noted, is the massive loss of human capital. "We lost about 20% of the expertise... in general in aviation," he said.&nbsp;<h4>The 'Cancer' of Sole-Sourcing and Tariffs</h4>Alex de Gunten of HEICO was outspoken about the structural risks in the industry, particularly the move toward consolidated, single-source suppliers. "I think one of the problems of this industry is that we've gone more and more into sole sourcing," he argued. "You basically have a supply chain which is one chain... every little break on that link is going to create a problem". He later described sole-sourcing as "a cancer that will eventually" cause harm.De Gunten also criticized the impact of US tariffs, which create "more paperwork," "delays," and "confusion". "All of this ultimately increases the cost for the airlines. And that means it will increase the cost for the passenger," he said. "It's hard to quantify the cost of uncertainty, and that is a big cost".Wagner Ricardo elaborated on the potential impact of tariffs on the US market, noting, "40% of all domestic flights in the US are flown by Embraer jets. We have 1,200 aircraft flying in the US... and more than 100 million passengers per year. The vast majority of those passengers connect through hubs in the US. Imagine the impact on the network in the US".&nbsp;<h4>The Path Forward: Data and People</h4>Looking ahead, the panel saw technology and data as critical. Arturo Barreira highlighted Airbus's initiative: "It was seven or eight years ago, we partnered with Palantir to create Skywise. It's an open data platform that we use with suppliers, with customers, and internally".Jose Sici of Boeing spoke of using this data to change maintenance philosophy. "How do you get better? It's technology. It's how you go from predictive to prescriptive. How you anticipate," he explained, referencing the data from "very chatty" modern airplanes.But technology alone cannot solve the problem. The human element, and the struggle to attract new talent, remains a primary concern. Alex de Gunten shared a personal, "sad" anecdote: "We have a challenge in getting young people to get excited about aviation. I have two kids who are engineers... I tried to get them into aviation. [They said,] 'Dad, that's old technology'".Ultimately, the panel's consensus was one of cautious optimism. While data and new technologies offer a path to greater efficiency, the fundamental challenges of rebuilding a depleted workforce and mitigating the risks of a consolidated "one-chain" supply line will require a concerted effort from OEMs, airlines, and regulators alike.

Supply Chain Leaders See "Fragile" Improvements, But Warn of Labor and Sourcing Risks

What was billed as a discussion on Peru's "Connected Future" at the ALTA AGM &amp; Airline Leaders Forum 2025 quickly escalated into a high-stakes confrontation over the cost of the country's new infrastructure. A palpable tension filled the room as the CEOs of Peru's top airlines—LATAM, Sky, and JetSMART—publicly challenged the CEO of Lima Airport Partners (LAP) over a new airport transfer tax (TUUA), warning it makes Peru uncompetitive against rival hubs.The debate centered on whether Peru can afford its massive new airport investment without stifling the low-cost travel model that has driven its growth. Airline leaders argued the new TUUA for connecting passengers, set to take effect, is a critical misstep."Our two close competitors connect to more cities, they don't charge customers to use [their hubs], and they make the connections in a shorter time," stated Manuel van Oordt, CEO of LATAM Airlines Peru, in a direct critique. He pointed out that regional rivals Panama and Bogotá are aggressively courting the same passengers. "Panama not only doesn't charge a fee to connect through Panama, it is also connected to double the number of cities as Lima... Lima is only at 50."José Raúl Vargas, CEO of Sky Airline Peru, analyzed the cascading negative effects, explaining that the tax wouldn't just affect international travelers. "To the extent that the cost of passing through Lima increases... There will eventually be flights that... are not justified," he warned. "And as long as there is less supply, what will happen is that tickets will become more expensive for Peruvians. So there is an impact."Francesca Luna, Country Manager for JetSMART Peru, framed the issue as a barrier to accessibility for the average Peruvian. "We are a poor region," she said, noting Peru's low travel rate of just 0.65 trips per capita. "It is important to be able to lower fares so that more people can access travel... Connectivity generates decentralized development, it generates jobs."<hr><h3>"We Have to Recover the Investment"</h3>Facing the unified front from his airline partners, Juan José Salmón, CEO of LAP, remained firm, defending the new charge as a contractual right essential to recouping the massive investment in Lima's new airport."LAP is a private airport operator," Salmón stated plainly. "And the only way we have to be able to recover the investment is through tariffs."As the mood tensed, Salmón clarified that this was not a new development, but a long-established part of the concession agreement. "This... possibility of charging a fee to a connecting passenger was born 12 years ago. It wasn't born a week ago, 12 years ago," he stressed.While maintaining that LAP has been in "permanent conversation with the State" to find solutions for domestic connections, he refused to budge on the core principle: "Without affecting the contract, without affecting what is rightfully ours, because we have to recover the investment."<hr><h3>A Shared Enemy: Instability and Inefficiency</h3>While the panel remained sharply divided on the tax, the tension pivoted as all four executives found common ground in their shared and deep-seated frustration with the Peruvian public sector."Since 2018, when we received the land, we have had 17 ministers of transport," Salmón said, a statistic that drew murmurs from the audience. "And that evidently adds complexity."Vargas of Sky Airline echoed this, describing a constant battle against both poor regional infrastructure and misguided regulation. "We are still dealing with airports that can only be operated during the day," he said. “All the time we have airport closures due to infrastructure problems, runways... Cusco last week.”The forum concluded with the industry's central conflict laid bare: a private sector making historic investments in Peru's future, yet hamstrung by an unstable government and a bitter internal dispute over who, ultimately, will pay the bill.

The Battle of Lima: Tensions Flare as Airline CEOs, Airport Operator Clash Over New "Uncompetitive" Hub Tax

In a candid and at-times fiery discussion, the heads of Latin America’s largest airlines issued a stark warning to Peru, arguing that a proposed tax on transit passengers would be a "great mistake" that would cripple Lima’s potential as a regional hub and "promote other hubs" instead.The panel of CEOs, gathered at the ALTA AGM &amp; Airline Leaders Forum 2025 in Lima, also painted a dire picture of an "unprecedented" engine supply chain crisis that has grounded hundreds of aircraft across the region—a problem one CEO warned would last for "at least five years". The leaders also tackled the gap between decarbonization goals and the on-the-ground reality, stating there is not a single viable Sustainable Aviation Fuel (SAF) project ready in Latin America.The discussion, moderated by journalist Gabriela Frias, featured Pedro Heilbron of Copa Airlines, Roberto Alvo of LATAM, Estuardo Ortiz of JetSMART, Frederico Pedreira of Avianca, and Holger Paulmann of SKY Airline.<h4 style="margin-left:0px;">‘They Have the Fireworks Ready’</h4>The most immediate flashpoint was the proposed Peruvian tax on transit passengers. Pedro Heilbron, CEO of Copa Airlines, whose Panama hub would be a direct beneficiary of a less competitive Lima, began with sarcasm."We are pushing with all our energy for Peru to impose it," Heilbron joked, to laughter from the audience. "Colombia is also pushing. El Salvador, and others... they have the fireworks ready to launch that day".Dropping the sarcasm, Heilbron explained that a hub must be "efficient and competitive." A tax on transit passengers "is the opposite of what will promote connectivity," he warned. "Whoever puts a tax or restriction on these transit passengers is promoting other hubs. And more than other hubs, there are many airlines, like JetSMART, like SKY, that fly direct, avoiding the hubs. They benefit even more... it would be a great mistake for Lima to restrict connectivity".Holger Paulmann of SKY Airline confirmed the damage was already being done. He said SKY had been "looking at... semi-connections" and "saw Lima as a potential relevant hub". When Frias noted he spoke in the past tense, Paulmann was blunt: "Obviously... the airport is less competitive now than the rest of the airports in the area... one of the opportunities was to put [new aircraft] in Lima and now other airports are becoming more attractive".Estuardo Ortiz, CEO of JetSMART, broadened the critique to the region's entire fee structure, noting that taxes and fees can constitute the majority of a ticket’s cost. He pointed out that while "our fares at JetSMART... start from $10 one way... the passenger ends up paying 60, 70, 80% in taxes and fees".Avianca’s CEO, Frederico Pedreira, echoed this, citing cases where "two-thirds of the ticket price are taxes and fees".Roberto Alvo, CEO of LATAM, called the situation a product of "such short-sighted public policies". "Peru still hasn't recovered the number of international passengers from 2019... And here we are, imposing a cost that will slow... tourism," he said, adding that the airport concessionaire already profits from these passengers. "We are charging them twice".&nbsp;<h4 style="margin-left:0px;">‘A Problem That Will Last 5 Years’</h4>The panel then shifted to the severe operational crisis caused by engine supply chain failures, which have left airlines scrambling."It impressed me," Frias said. "600 airplanes on the ground in the world. In Latin America, how many? This is an issue without precedent"."I was just doing the math," replied Alvo. "The region operates... about 1,000... aircraft. We're talking about what's on the ground... is like 60% of all that move in the region... It's tremendous". He attributed the crisis to "technology... launched before its time," with airlines as the "victims."His prognosis was bleak. "We have to be... realistic," he urged. "This is a problem that's going to last... probably until the end of the decade... 5 years".The CEOs then began comparing their grim statistics, underscoring the "democratic" nature of the crisis, as Heilbron put it.<ul><li>Holger Paulmann (SKY): "We... have four [grounded]".</li><li>Frederico Pedreira (Avianca): "We have nine out of 150 narrowbodies, but 6 out of 15 widebodies".</li><li>Estuardo Ortiz (JetSMART): "We have eight aircraft out of 50".</li><li>Roberto Alvo (LATAM): "I seem to be in a competition... I have 24".</li></ul>Pedro Heilbron, after joking he "decided not to speak ill of the camel" just as he's trying to sell it, offered a silver lining: the crisis, combined with airframe delivery delays, has inadvertently "maintained greater discipline in capacity" and prevented a post-pandemic glut of planes that would have crashed fares.&nbsp;<h4 style="margin-left:0px;">SAF Mandates: ‘On What Grounds?’</h4>On the final topic of Sustainable Aviation Fuel (SAF), the CEOs expressed deep frustration with mandates disconnected from regional reality."Two years ago we talked... about a project in Paraguay," Frias recalled. "And... 2025, not a drop, not one project approved... What now?".Alvo confirmed the gap. "There is no project... that has any level of advancement to produce SAF in the region... and even if one started today, it's probably 3 or 4 years from the first drop," he said. "At the same time, we have the Brazilian government... imposing... an obligation that starts in 2027 that... is not realistic".Estuardo Ortiz delivered the panel's most passionate critique, comparing the airlines' position to a famous sitcom character. "'I feel like we're... the 'chavo del ocho'... who gets blamed for everything,' he said. 'We took on the burden of being responsible for solving SAF production. On what grounds?'"He argued that the responsibility should lie elsewhere. "The manufacturers... of engines... of energy, the governments... should be at these forums... In what moment did we lock ourselves into this?"Heilbron agreed, concluding, "From the beginning, the weight was put on the airlines... But the airlines... have the least power or influence... You have the oil companies... the governments that must give incentives... As long as it's just us discussing this, we'll continue as we are".

"It Would Be a Great Mistake": Latin American Airline CEOs Warn Peru Against New Transit Tax

Juan Carlos Salazar, Secretary General of the International Civil Aviation Organization (ICAO), issued a forceful call for regulatory certainty and government collaboration, framing them as essential to achieving the aviation industry's ambitious 2050 goals.&nbsp;Speaking at the ALTA AGM &amp; Airline Leaders Forum, Salazar emphasized that the sector has received an "unprecedented mandate" from its 193 member states to pursue a future built on zero fatalities and zero net carbon emissions.This mandate, solidified at the recent 42nd ICAO Assembly, rests on a long-term strategic vision for 2050. Salazar detailed its three core aspirations: "zero fatalities from accidents," "zero net carbon emissions," and working "so that air connectivity is available for all people everywhere in the world."The ICAO leader highlighted the unique position of the Americas, noting that while global transport is expected to triple by 2050, the "Latin America and Caribbean region... we expect that growth to be even higher and more vertiginous." To manage this growth, Salazar outlined a strategy focused on reinforcing data-driven safety, modernizing air navigation, deepening sustainability through cleaner energy, and ensuring resilient governance.However, he issued two significant warnings regarding obstacles that could impede this progress. His first concern centered on regulatory unpredictability. "When the law is unpredictable and regulations become complex, airlines see costs and risks increase," Salazar stated. He stressed that ICAO is intensifying its collaboration with states and industry to implement "harmonized regulatory mechanisms that are efficient and fair."His second major concern targeted the financial burden placed on the industry. "The Assembly reinforced ICAO's position that taxes and fees must be predictable, transparent, and must have a relation to the benefits the sector receives," he said. Salazar urged governments to prioritize the long-term strategic value that a strong commercial aviation sector brings to their economies over short-term fiscal measures.Salazar concluded by framing sustainability as an "imperative for the sector," acknowledging the industry's investments in sustainable aviation fuels (SAF), carbon offsets, and operational efficiency. He called for a united front to move "from strategy to action," stressing that success will depend on constant collaboration between ICAO, ALTA, governments, and airlines to create the conditions for a safe, sustainable, and successful future for aviation.

ICAO Secretary General Calls for Regulatory Clarity and Unity on Path to 2050 “Zero-Zero” Goal

The Latin American and Caribbean aviation industry is more connected than ever, shattering traffic records and demonstrating "extraordinary resilience," but its future potential is being throttled by the world's highest taxes and suffocating over-regulation, according to Peter Cerda, ALTA's CEO, speaking at the &nbsp;AGM &amp; Airline Leaders Forum 2025. In a speech welcoming industry leaders to Lima, Cerda celebrated the region's successes while delivering a stark warning about the significant challenges that lie ahead."Despite constant socioeconomic and geopolitical challenges, we can affirm that our region has demonstrated extraordinary resilience," Cerda stated. "In 2024, we reached the highest levels of traffic in our entire history, and in 2025, we continue to show strong momentum. Today, Latin America and the Caribbean are more connected than ever."Detailing this growth, Cerda noted that the industry has "added, as an industry, 194 new routes since October of last year," with 99 of those routes not having been "flown in almost two decades." He also highlighted a shift in the industry's center of gravity, noting that the region "no longer depends solely on large external markets. Today, countries like Brazil, Colombia, Panama, Chile, and Mexico are motors of global aviation."<hr><h2 style="margin-left:0px;">Aviation is a "Vital Necessity," Not a Luxury</h2>Cerda forcefully argued that aviation is essential for the region's development, given its massive size. "Aviation is not a luxury in Latin America and the Caribbean; it is a vital necessity," he declared. "Our region covers more than 20 million square kilometers, double the size of the European Union. This vast geography demands air transport that is safe, efficient, and affordable."Despite this, travel penetration remains low. "America Latina has enormous potential. The average number of trips per capita per year is only 0.67, compared to the 2.5 trips that North Americans take or the Spanish, who fly almost 5 trips a year."The good news, he noted, is a "rising middle class" that is fueling new demand. "During the last decade, more than one out of every ten passengers in the main markets of Latin America flew for the first time," Cerda said. He attributed this to "the commitment of our industry: lower fares, greater connectivity, increased capacity, and a constant focus on inclusion."This growth translates directly into economic impact. In 2024, aviation contributed "$240 billion... representing 3.6% of the regional GDP and 8.3 million jobs." By 2033, those figures are expected to swell to "$500 billion and 15 million jobs."<hr><h2 style="margin-left:0px;">The $3.40 Problem</h2>Despite the booming traffic, Cerda pointed to a critical vulnerability: razor-thin profitability. "Our airlines are profitable, but the margins remain low. Barely $3.40 per passenger flown," he lamented. "That wouldn't even be enough to buy us a Coca-Cola and a sandwich in this hotel today.""And the question is why?" he asked. "Latin America continues to be the most expensive region in the world in taxes and fees per passenger, affecting both domestic and international flights." He also cited other major hurdles, including that "more than half of our flights operate in congested airports, which increases costs and inefficiencies."Cerda also took aim at burdensome regulatory frameworks. "We must also address external pressures: the increase in tariffs, unilateral charges, and fragmented regulatory frameworks," he said. "Consumer protection must truly protect the consumer, not load them with costs or limit their access to fly. An over-regulation does not protect, it suffocates."He expressed frustration with how the industry is often perceived by governments, saying it is "unjustly portrayed by various governments as excessively critical, arrogant, and self-interested.""Let me be clear," Cerda countered, "The industry is not looking for preferential treatment from our governments. What we are defending are fair, transparent, and collaborative policies that recognize the role of aviation in national development."He concluded with a call to action, framing aviation as an "investment in the future of our countries.""If we act with vision, coherence, and urgency, we can receive more than 600 million new passengers in the next two decades," he urged. "We can build a region that is more integrated, more competitive, and more sustainable. That is why we must make the decisions today that will shape the future of aviation in Latin America and the Caribbean."

Latin American Aviation Soars to Record Highs, But Faces “Suffocating” Taxes and Regulation, Warns ALTA

Speaking at the ALTA AGM Conference, a senior executive from Airlines for America (A4A) celebrated robust passenger and cargo growth in Latin America but issued a stark warning that "systematic challenges" and "discriminatory" fees in key markets are threatening future expansion.Keith Glatz, Senior Vice President of International Affairs for A4A, stated that while U.S. carriers are "planning for continued growth" in the region, that optimism "hinges tremendously" on addressing anti-competitive and illegal practices in Argentina, Brazil, and Colombia.A4A, which represents over 90% of U.S. passenger and cargo traffic—including carriers like American, Delta, United, JetBlue, FedEx, and UPS—is "announcing today a redoubling of our efforts and resources over the next three years in this part of the hemisphere" to combat these issues.<hr><h3>A Region of "Impressive" Growth</h3>Glatz began by highlighting the "tremendous growth" U.S. carriers have experienced in the region. Since 2019, seven of the largest U.S.-Latin America non-stop markets have seen passenger growth of over 20%."This includes over 40% between the U.S. and Colombia... and similarly over 50% growth in the U.S. and El Salvador," Glatz noted.He detailed A4A members' significant footprint in the three key markets:<ul><li>Total: 246 weekly passenger flights</li><li>Colombia: 118 weekly flights</li><li>Brazil: 93 weekly flights</li><li>Argentina: 35 weekly flights</li></ul>On the cargo side, A4A carriers moved over 300,000 tons to and from these three nations in the past year. "These are truly impressive numbers," Glatz said, "and underscore the value and importance we as an industry place in the region."<hr><h3>"Illegal and Discriminatory" Challenges</h3>Despite the positive trends, Glatz identified these same three countries—Argentina, Brazil, and Colombia—as the markets "where we're experiencing the most significant operational and legal uncertainty and challenges."The most significant issue, he stated, is "discriminatory air navigation fee structures.""A4A is deeply concerned... where airlines operating international flights on the same routes as domestic airlines are charged substantially higher rates," Glatz said. "We are paying in some instances well over 200,000% more than the home carriers for the exact same service provided on the same route."He labeled the practice "discriminatory," "illegal under the Open Skies agreements that each of those countries has with the United States," and "not compliant with the Chicago Convention."Glatz also targeted a series of "market-distorting consumer rules" that he argued "don't do much to protect the consumer, but do a whole lot to interrupt the functioning and the efficient delivery of the services we provide." These included fare caps, overbooking restrictions, limits on ancillary fees, and mandatory free seat assignments, all of which he called "anti-competitive" and a "violation of the commercial freedoms" guaranteed in Open Skies agreements.Finally, Glatz expressed extreme concern over Brazil's proposed VAT reform, which would tax international tickets purchased in the country at 13.5%. He warned this would elevate costs, harm demand, and ultimately lead to a "reduction in potential services to Brazil.""Demand comes down, flight options come down, and connectivity craters," he said.<hr><h3>A Call for a "Level Playing Field"</h3>In response to these challenges, Glatz said A4A’s "redoubled" efforts will focus on a clear message."Our members desire a level playing field. We want transparency in regulation, [and] full compliance with all international obligations," he stated.Glatz added that the U.S. Department of Transportation is "certainly focused" on holding trading partners accountable to their Open Skies obligations and ICAO standards. He concluded by noting that U.S. carriers are working with the government to ensure smooth facilitation for upcoming global events, including the 2026 FIFA World Cup and the 2028 Olympics.

U.S. Airlines See Major Growth in Latin America, But Face “Discriminatory” Fees in Key Markets

Latin American aviation is operating far below its "gigantic potential," held back by a lack of coherent state policies, excessive taxation, and critically saturated airport infrastructure. This was the shared diagnosis from leaders at the Latin American and Caribbean Air Transport Association (ALTA) and IATA during the ALTA AGM &amp; Airline Leaders Forum in Lima, Peru.Roberto Alvo, CEO of LATAM Airlines Group, highlighted the regional market's immaturity: with only 0.6 trips per capita, the region is at levels comparable to Europe or the United States in the 1990s, despite having a more complex geography that relies heavily on air transport.Alvo identified the root of the problem as the absence of stable, long-term "State policies" that transcend rotating governments. He cited Chile as a historical success story, a country that achieved double the regional average of passengers per capita thanks to 35 years of consistent policy based on open skies, infrastructure investment, and minimal state intervention.Argentina was flagged as the quintessential example of wasted potential. "By population and by product, it should be the second-largest air market in South America behind Brazil. And it is not," Alvo stated. He attributed this lag to "very damaging" historical policies like "bandas tarifarias" (fare bands) which, although eliminated, stunted growth for years.Peter Cerdá, IATA's Regional Vice President for the Americas, added that while recent policies in Argentina are "positive," "flying to Argentina is not cheap." He stressed that the country needs a proactive government vision to boost competitiveness and tourism, which currently only captures 2.8 million air arrivals, in stark contrast to Spain's 77 million or Italy's 44 million.<h3>The Infrastructure Crisis and New Tax Threats</h3>The infrastructure deficit is one of the most urgent bottlenecks. Peter Cerdá revealed a stark figure: 54% of flights in the region take off or land at airports that are congested or severely congested.This problem is not limited to major hubs. "We have to start looking at secondary airports," Cerdá urged. He warned that many of these airports, often state-owned and with minimal investment, become saturated with just two aircraft on the apron. This weakness limits the growth of primary hubs and prevents the industry from leveraging the potential of new long-range narrow-body aircraft like the A321neo XLR.Simultaneously, the industry faces new fiscal and regulatory threats. Cerdá sharply criticized a proposal in Panama to impose a 10% tax on transit passengers, warning it "would have a very negative impact" on the Tocumen hub, as passengers would seek cheaper alternatives.In Brazil, Cerdá noted the industry is facing over 54 proposals for consumer protection laws—which he often described as being for "easy votes" but raising costs—and a potential VAT increase that could "be devastating" and cause a 30% decrease in travel.<h3>Challenges: SAF, Mexico, and Safety</h3>On the decarbonization front, Roberto Alvo was blunt: although it is the industry's biggest challenge, the reality is that "not one drop of SAF" (Sustainable Aviation Fuel) is produced in the region, and there are no approved production projects. He called Brazil's 1% mandate for 2027 "extremely difficult to comply with" and urged a technical debate to balance environmental goals without harming connectivity.Regarding other regional challenges, Cerdá pointed to the urgent need to modernize the Mexico City International Airport (AICM), which has been operating above capacity for two decades. "It is urgent that the master plan be made public," he demanded.Finally, regarding the ICAO (International Civil Aviation Organization) safety audit findings in Argentina, Cerdá expressed confidence. He assured that the ANAC (National Civil Aviation Administration) is taking the findings "seriously" and that the industry is working collaboratively, though fully resolving the observations will require time and investment.

"Easy Votes": IATA Slams Brazil's Consumer Laws and Panama's Proposed Transit Tax

Grupo Abra, the holding company that controls Avianca and GOL Linhas Aéreas, announced adjustments to its fleet plan. According to a company statement, it has exercised purchase options for 50 Airbus A320neo aircraft and signed agreements to incorporate up to seven Airbus A330neo jets.These actions aim to secure aircraft availability for the expansion and renewal plans of the group's airlines. Abra's total order book is one of the most extensive in Latin America.<h3>Long-haul fleet</h3>For medium and long-haul operations, the group signed agreements for up to seven Airbus A330neo.&nbsp;Legally, the agreement for the A330neo was signed by GOL with the lessor Avolon Aerospace.&nbsp;However, Abra emphasized that the allocation of these aircraft to the group's airlines will depend on the market's operational and financial conditions at the time of their incorporation.&nbsp;This agreement is in addition to the order placed in 2024 for five A350-900s that will be integrated into the fleet in the coming years.&nbsp;While Wamos Air could be the natural choice for these aircraft, it should not be ruled out that Abra is paving the way for a potential withdrawal by Azul from the Brazilian long-haul market.<h3>Narrow-body fleet</h3>In the single-aisle segment, Grupo Abra exercised 50 purchase options for the Airbus A320neo, adding to the 88 previously committed aircraft. With this decision, the total number of A320neos pending delivery rises to 138 units through 2032. The portfolio is complemented by an existing order for 96 Boeing 737 MAX jets, to be received by 2030. In total, Abra has access to a portfolio of 234 narrow-body aircraft for the upcoming years.Avianca will be the first airline in the group to receive an A320neo from this new order by the end of 2025. This aircraft will be configured with the Airbus Airspace cabin, which includes larger XL overhead bins offering up to 60% more space, and adaptive LED lighting. The configuration also includes three rows of Premium seats in a 2-2 layout, developed by Recaro for Avianca.Adrian Neuhauser, CEO of Abra, stated that "this announcement confirms that we continue to make the necessary investments aligned with our commitment to providing ever-increasing access to air travel for millions of people". He added that the incremental A320neo order "secures the replacement and growth needs of our current narrow-body fleet".Benoît de Saint-Exupéry, EVP Sales, Commercial Aircraft at Airbus, commented that the choice of these models "further strengthens our strategic cooperation".Grupo Abra controls the Avianca and GOL brands, holds a strategic investment in Wamos Air, and hasconvertible debt representing a minority stake investment in Sky Airline . The group's combined fleet exceeds 300 aircraft.

Abra Group Confirms Order for 50 Additional A320neo Jets, Adds A330neo Agreements

Abra Group has officially confirmed its intentions in Chile by applying for an Air Operator Certificate (AOC) with the country's Directorate General of Civil Aeronautics (DGAC) for its new local subsidiary, NG Servicios Aéreos. The objective, however, is not to compete in the scheduled passenger market but to focus on charter and aircraft leasing operations.According to a statement from Abra Group, the application seeks to authorize NG Servicios Aéreos to conduct non-scheduled air operations, such as charter flights or ACMI (Aircraft, Crew, Maintenance, and Insurance) contracts. The new company will be based in Santiago, Chile.This administrative step comes just hours after the appearance of a Boeing 737-800 in GOL's livery but with Chilean registration CC-DNU and the legend "Operated by NG Servicios Aéreos," which sparked intense speculation about the holding company's plans in the country. Now, the company confirms that this is the structure it will use to obtain its flight permit.<section class="noteSuggested" data-id="50414" data-title="Puede interesarte"></section>The application to the DGAC is another piece on the complex strategic board that Abra Group is deploying in the region, particularly concerning its relationship with SKY Airline. As previously reported, the conglomerate is a creditor to SKY through a convertible loan that could be transformed into an equity stake of over 40%, a negotiation that remains ongoing.<h3>A flexible operational base</h3>The decision to opt for a non-scheduled AOC allows Abra Group to establish a legal and operational presence in Chile.The press release specifies that "such non-scheduled operations may be executed for any of the Abra Group's member airlines, and other operators, according to the operational and market opportunities of each company." This opens the door for NG Servicios Aéreos to support GOL or Avianca with its aircraft during high-demand peaks on their international flights to Santiago, or even to offer its services to third parties.Having this local operational capacity gives Abra a stronger position in its negotiations with SKY Airline. While the outcome of the loan-to-equity conversion or a potential integration deal is being decided, the holding company is moving forward with a parallel plan that ensures it has a foothold in one of South America's key markets.

Abra Group Confirms Plans in Chile, Seeks AOC for Non-Scheduled Operations

Peru's Ministry of Transport and Communications (MTC) has granted final authorization to Delta Air Lines to operate its new seasonal route between its hub in Salt Lake City (SLC) and Lima (LIM), cementing the only direct air link between Utah and South America.This permit, made official through Directorial Resolution No. 0672-2025-MTC/12, was the last required regulatory step for the route, which the airline had already announced and put on sale last July. The inaugural service is scheduled for this upcoming December 4, 2025.Delta's operation will be seasonal, ending on January 25, 2026. The flights will be operated with Boeing 767-300ER aircraft, configured with Delta One, Premium Select, Delta Comfort+, and Main Cabin classes. The resolution from the Directorate General of Civil Aeronautics (DGAC) also renews Delta's operating permit for its established route between Atlanta (ATL) and Lima for four years.At the time of the announcement, Paul Baldoni, Delta's Senior Vice President of Network Planning, highlighted the route's importance for customers "in Salt Lake City and across the Mountain West," adding that this expanded connectivity provides "a faster, more convenient way to reach Lima and other major cities in South America."A Strategic Connection with a Key PartnerThe choice of Lima is not coincidental. The Peruvian capital is one of the most important connection centers for LATAM Airlines, Delta's partner airline in the region. This new service will allow passengers arriving from Salt Lake City to seamlessly connect to other South American destinations such as São Paulo (GRU), Buenos Aires (EZE), and Santiago de Chile (SCL).From its hub in Salt Lake City, Delta offers a robust international network that includes key partner destinations like Mexico City (Aeroméxico), Calgary (WestJet), Amsterdam (KLM), Paris (Air France), London (Virgin Atlantic), and Seoul (Korean Air). The addition of Lima reinforces the strategy of connecting its domestic network with the hubs of its global allies, serving what the airline states is the most in-demand South American city from SLC.

Peru Grants Final Approval for Delta's Seasonal Flight Between Salt Lake City and Lima

World2Fly, the airline of the Iberostar group, will land in Argentina with a new route connecting Madrid (MAD) and Rosario (ROS), the country's third-largest city, starting October 1, 2026.The company will offer two weekly frequencies, on Tuesdays and Thursdays, which will be operated with Airbus A350-900 aircraft with 432 seats.According to a statement from World2Fly, this new connection responds to the growing demand for travel between Spain and Argentina. The launch of the route will offer a direct and competitive alternative for passengers traveling to and from the interior of the South American country, as we had first reported on Aviacionline last July.Tickets will be available for sale starting December 1, 2025, through the airline's website and other distribution channels.With this announcement, Rosario "Islas Malvinas" International Airport will have non-stop scheduled flights to Europe for the first time.Bruno Claeys, CEO of World2Fly, stated that "the Madrid – Rosario route represents a strategic commitment to a highly demanded destination, both by leisure travelers and the resident public." He also added that the company continues to work "to bring people, families, and cultures closer with direct, comfortable, and competitively priced flights, maintaining the quality and service that characterize World2Fly.”<blockquote>Frequently Asked Questions (FAQ)When will World2Fly flights to Rosario begin? The flights will start on October 1, 2026.What days of the week will the Madrid-Rosario route operate? The route will have two weekly frequencies, operating on Tuesdays and Thursdays.What aircraft will World2Fly use on its flights to Rosario? The flights will be operated with an Airbus A350-900.When can tickets for this new route be purchased? Tickets will be available for sale starting December 1, 2025.</blockquote>A Strategic Expansion in Latin AmericaThe addition of Rosario as a destination strengthens World2Fly's network in Latin America. Currently, the airline operates flights from Madrid to destinations such as Cancun (Mexico), Cali (Colombia), Santo Domingo and Punta Cana (Dominican Republic), and Havana (Cuba).In addition to its focus on the Caribbean, the company also maintains operations to other international tourist destinations. In June, it resumed its routes to Mauritius and Zanzibar, consolidating its business model focused on the leisure segment.For Madrid, Rosario airport will be its 39th destination in Latin America and the Caribbean, although changes are possible between now and October of next year.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/09/vuelos_entre_madrid_y_latinoamerica_y_el_caribe_enero_2026.png" alt="Vuelos entre Madrid y Latinoamérica y el Caribe - Enero 2026"><figcaption>Vuelos entre Madrid y Latinoamérica y el Caribe - Enero 2026</figcaption></figure>

Rosario, Argentina's Third Largest City, Gains its First-Ever Direct Flight to Europe with World2Fly

The Argentine government has authorized the Spanish airline World 2 Fly to operate regular international air transport services for passengers and cargo in the country.The measure was formalized through Disposition 33/2025 of the Air Transport Undersecretariat, published in the Official Gazette this September 26. This authorization is the first fundamental legal step for the company to establish a schedule of flights to Argentina.As stated in the disposition, the Spanish carrier was granted permission to operate a generic route covering: points in Europe - points in the territory of the Kingdom of Spain - intermediate points - points in Argentine territory - points beyond - and return.This broad route structure, common in bilateral agreements, gives World 2 Fly considerable flexibility. While the main destination for such an operation is typically Buenos Aires/Ezeiza (EZE), the wording of the permit allows for other airports.In this regard, as we had exclusively reported from Aviacionline in July, sources close to the company had expressed in conversations with our media outlet their interest in flying to Rosario International Airport (ROS), Argentina's third largest city, a possibility that now has a regulatory framework that could make it viable.Furthermore, airport officials indicated yesterday that negotiations are advanced and that World2Fly's intention is to start flights between Madrid and Rosario in January 2026, once the Rosario airport reopens.In the article we published in July, the company had conditioned its entry into the Rosario market on the runway reconstruction works being completed this year, in order to take advantage of the southern hemisphere's summer high season.The airline is part of the Iberostar Group tourism conglomerate. Its current network covers Cancun, Havana, Varadero, Santo Domingo, Punta Cana, La Romana, Zanzibar, Mauritius, and Cali.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/07/red_de_world2fly_julio_2025_cirium_schedule_mapper.jpg" alt="Red de World2fly - Julio 2025 (Cirium Schedule Mapper)"><figcaption>Red de World2fly - Julio 2025 (Cirium Schedule Mapper)</figcaption></figure>

World2Fly Authorized to Launch Flights to Argentina, Eyes Madrid-Rosario Route

GOL Linhas Aéreas informed its shareholders and the market of a double breakup in its relationship with Azul Linhas Aéreas.&nbsp;On one hand, Abra Group Limited, its indirect controlling company, has terminated negotiations for a possible business combination with Azul. On the other hand, GOL itself requested the termination of its codeshare agreement.In the letter sent to Azul, Abra Group argued that, following the signing of the memorandum of understanding, "the parties have not meaningfully discussed or progressed a possible business combination transaction for several months as a result of Azul's focus on its Chapter 11 proceeding". The communication also notes Azul's own position, which reportedly stated that the initial agreement occurred in "another scenario and at another moment of the companies, which is no longer the same".Despite the termination, Abra Group was clear about its future stance: "We continue to believe in the merits of a business combination of Azul and GOL" and, as such, "Abra is ready, willing and available to engage with the relevant stakeholders".In a parallel move, GOL reported that it requested from Azul "the termination of the agreements signed in May 2024, which aimed to establish commercial cooperation via codeshare." As part of its commitment to customers, the airline assured that it will honor the tickets already sold under this partnership.This double breakup marks a turning point in the Brazilian air market, putting on hold not only the creation of a regional aviation giant but also one of the country's most important commercial alliances.Abra Group and Azul had signed a non-binding Memorandum of Understanding (MoU) to explore a potential business combination on January 15 of this year. The MoU outlined the intention to merge Azul and Gol under a single corporate structure, creating a "Combined Company," while keeping the brands independent.This occurred as Gol was in the final steps of concluding its exit from Chapter 11, which it had entered into after the pandemic, a process that was finalized in early June. However, almost in parallel, Azul Linhas Aéreas filed to enter the same restructuring process in late May.And while Abra had initially stated its intention to move forward with negotiations despite this situation, as stated in the Material Fact published today, Azul's focus on the Chapter 11 process stalled the path.

GOL-Azul Negotiations Collapse: Merger and Codeshare Deals Are Off

Aerolíneas Argentinas will operate two routes from Brazil to Punta del Este during the upcoming summer season, making use of the fifth freedom of the air, a resource the company has not used since 2012. Starting in late December, the company will offer direct flights from São Paulo and Porto Alegre to the Uruguayan beach resort.This operation allows the airline to sell tickets between two destinations outside of Argentina. The last time Aerolíneas Argentinas utilized this model was on its route connecting Buenos Aires with Auckland and Sydney.Additionally, the company will enhance its traditional connectivity with Uruguay from Argentina. The offering from Buenos Aires will grow to 28 weekly frequencies to Punta del Este (five more than last season) and 16 weekly flights to Montevideo (two more than the previous summer). The schedule is completed with two weekly flights between Córdoba and Punta del Este."This initiative reinforces the idea that our company must seek maximum profitability across our entire network, taking advantage of the opportunities that arise during the summer season," stated Fabián Lombardo, president of Aerolíneas Argentinas.<blockquote>Frequently Asked Questions (FAQ)What is a fifth freedom flight? It is an air right that allows an airline to operate commercial flights between two countries that are not its home country, as part of a service that originates or terminates in its own country. In this case, Aerolíneas Argentinas can sell tickets exclusively between Brazil and Uruguay.When will the new routes from Brazil operate? The São Paulo – Punta del Este flight will begin on December 25th, and the Porto Alegre – Punta del Este flight will start on December 26th. Both routes will operate with two weekly frequencies until January 31st.Are these routes permanent? No, this is a seasonal operation designed to cover demand during the summer season, specifically between late December and late January.How many flights will Aerolíneas Argentinas add from Argentina to Uruguay? The company will add a total of seven weekly frequencies from Buenos Aires: five to Punta del Este and two to Montevideo, in addition to maintaining the two weekly flights from Córdoba to Punta del Este.</blockquote><h3>Details of the New Operation</h3>Routes from Brazil:<ul><li>São Paulo – Punta del Este: Will start on December 25th. It will operate on Thursdays and Fridays to Uruguay, with returns on Sundays and Mondays. The operation will run until January 31st.</li><li>Porto Alegre – Punta del Este: Will begin on December 26th. It will have frequencies on Fridays and Saturdays to Uruguay, with returns on Saturdays and Sundays, also until January 31st.</li></ul>Routes from Argentina:<ul><li>Buenos Aires – Punta del Este: Will increase to 28 weekly frequencies, five more than the previous season.</li><li>Buenos Aires – Montevideo: Will operate with 16 weekly frequencies, two more than last summer.</li><li>Córdoba – Punta del Este: Will maintain its two weekly flights on Thursdays and Saturdays, starting from January 1st.</li></ul>This increase in frequencies and the opening of new routes respond to the airline's planning for the high season, focusing on the region's tourism demand.

Aerolíneas Argentinas Revives Fifth Freedom Flights After More Than a Decade with New Uruguay Routes

Copa Airlines significantly expanded its presence in Northern Argentina by launching two international routes in less than 24 hours. The airline resumed its service to Salta (SLA) after a five-year hiatus and inaugurated a brand-new route to Tucumán (TUC), marking its sixth destination in the country.The expansion began with the arrival of flight CM732 at Salta's Martín Miguel de Güemes International Airport at 0:15 on Wednesday, September 24. The Boeing 737-800, registration HP-1829CMP, marked the official return of Copa to the province. The route had been suspended in March 2020 due to travel restrictions imposed by the COVID-19 pandemic. With this restart, Salta reconnects directly to the Hub of the Americas in Panama.Just a day later, at 0:44 on Thursday, flight CM745 landed at Tucumán's Teniente Benjamín Matienzo International Airport. The arrival of the Boeing 737-800, registration HP-1825CMP, was celebrated with a traditional water cannon salute. Unlike the Salta service, the Tucumán route is a completely new addition to Copa's network, providing a crucial international gateway for the region.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/09/vuelo_reinaugural_de_copa_airlines_a_salta_23sep2025.jpeg" alt="Vuelo reinaugural de Copa Airlines a Salta - 23SEP2025"><figcaption>Vuelo reinaugural de Copa Airlines a Salta - 23SEP2025</figcaption></figure>Pedro Heilbron, CEO of Copa Airlines, stated that "with the inauguration of Tucumán and the reactivation of Salta, we continue to strengthen the air connectivity of northern Argentina with the rest of the continent. This expansion represents an opportunity to further promote tourism, trade, and economic development between these countries."Heilbron also highlighted the "Panama Stopover" program, which allows passengers "to enjoy the wonders of Panama" with a stop in the country at no additional airfare cost. This dual launch underscores Copa Airlines' clear strategy to capture the potential of Northwestern Argentina, serving both leisure and business travel markets.Argentina is a key market for Copa Airlines, and Heilbron himself has praised its travelers many times, saying, “They're wonderful, because they are among the most frequent travelers out there.”<div class="raw-html-embed"><blockquote class="twitter-tweet">En breve en <a href="https://twitter.com/aviacionline?ref_src=twsrc%5Etfw">@aviacionline</a> la entrevista completa a Pedro Heilbron, CEO de Copa Airlines durante la <a href="https://twitter.com/hashtag/IATAAGM?src=hash&amp;ref_src=twsrc%5Etfw">#IATAAGM</a>…pero como adelanto, le dedicó algunas palabras de afecto a los argentinos, a los que definió como “maravillosos, porque son de las poblaciones más viajeras que existen” <a href="https://t.co/TebWqvA8Pr">pic.twitter.com/TebWqvA8Pr</a>— Edgardo Gimenez Mazó (@edgardo_gm) <a href="https://twitter.com/edgardo_gm/status/1665823085193310208?ref_src=twsrc%5Etfw">June 5, 2023</a></blockquote> <script async="" src="https://platform.twitter.com/widgets.js" charset="utf-8"></script></div><figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/09/copa_airlines_vuelo_inaugural_a_tucuman_25sep2025.jpeg" alt="Copa Airlines - Vuelo inaugural a Tucumán - 25SEP2025"><figcaption>Copa Airlines Inaugural Flight in Tucuman - 25SEP2025</figcaption></figure><blockquote><h4>FAQ: Key Questions about Copa's New Routes</h4><ul><li>Why are these routes important for the region? They provide Argentina's northwest region with a direct connection to the Hub of the Americas in Panama, eliminating the need to fly through Buenos Aires to reach destinations in North America, Central America, and the Caribbean. This optimizes travel times and costs.</li><li>How many weekly flights will operate on these routes? Copa Airlines will operate three weekly flights for both the Panama-Tucumán and Panama-Salta routes.</li><li>What is Copa Airlines' full network in Argentina? With these additions, Copa Airlines now serves six cities in Argentina: Buenos Aires (EZE), Córdoba (COR), Mendoza (MDZ), Rosario (ROS), Salta (SLA), and Tucumán (TUC), operating around 90 weekly flights.</li><li>What aircraft is used on these routes? Both routes are operated with Boeing 737-800 aircraft, which have a capacity for 160 passengers—16 in Business Class and 144 in the main cabin.</li></ul></blockquote><h3>Flight schedules and operations</h3>The flight schedules are designed to provide efficient connections through Tocumen International Airport (PTY) in Panama.Panama (PTY) – Salta (SLA):<ul><li>CM732: Departs PTY on Tuesdays, Thursdays, and Sundays at 16:40, arriving in SLA at 0:24 the next day (local time).</li><li>CM733: Departs SLA on Mondays, Wednesdays, and Fridays at 2:01, arriving in PTY at 5:30 (local time).</li></ul>Panama (PTY) – Tucumán (TUC):<ul><li>CM745: Departs PTY on Wednesdays, Fridays, and Sundays at 16:35, arriving in TUC at 0:34 the next day (local time).</li><li>CM746: Departs TUC on Mondays, Thursdays, and Saturdays at 1:50, arriving in PTY at 5:35 (local time).</li></ul>In both markets, Copa Airlines will face competition from LATAM Airlines, which funnels international traffic through its hub at Lima Airport, in Peru. LATAM currently operates five weekly flights from Salta, and in December, it will launch services to Tucumán with three weekly flights.

24 Hours, 2 Routes: Copa Airlines' strategic blitz on Northern Argentina

A general electrical failure in the radar systems at Juan Santamaría International Airport (SJO), the country's main hub, led to the temporary closure of all of Costa Rica's airspace on the morning of Wednesday, September 24. The measure, which affects all arriving and departing flights, was implemented to ensure operational safety.The Directorate General of Civil Aviation (DGAC) of Costa Rica issued a NOTAM (Notice to Airmen) identified as A244/25, which came into effect at 5:27 a.m. local time. The restriction covers a radius of 125 nautical miles (231 kilometers) around the center of the country, extending from the surface to an unlimited altitude.This directly impacts operations at both the capital's Juan Santamaría airport, where about 100 flights between arrivals and departures are scheduled until 12:00 local time (15 GMT), and the country's second most important airport, Daniel Oduber Quirós (LIR) in Liberia, which has nearly 20 flights scheduled until that time.According to the Costa Rican newspaper La Nación, the problem originated from a power supply interruption that affected air navigation services.Marcos Castillo, the Director General of Civil Aviation, confirmed that technical teams are working intensively to resolve the issue. Although he did not provide an estimated time for the complete normalization of operations, the NOTAM initially establishes its validity until noon this Wednesday.<h3>Impact on Operations and Airlines</h3>The unscheduled interruption of air traffic control (ATC) services forced flights en route to Costa Rica to be diverted to alternate airports in neighboring countries, while departures from San José and Liberia were grounded. Airlines and air operators have activated their contingency plans to assist passengers affected by the situation.

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