Even though cargo airlines operating at Felipe Ángeles International Airport (AIFA) have not been notified of the possibility of returning to operations from Mexico City International Airport (AICM) , industry specialists believe that prohibiting cargo flights by domestic airlines would have an impact on logistics , although they also indicated that this is part of the United States’ strategy in the face of the review of the United States-Mexico-Canada Agreement (USMCA).
Cargo companies consulted by T21 stated that they had not received an official notification about the decision at the time of publication of this article ; however, one company considered that the eventual return to the AICM could happen at any time.
However, the possible ban on cargo flights carried in the belly of airplanes by the United States Department of Transportation (DOT) will have a direct impact on foreign trade, said Gerardo Tajonar Castro, national president of the National Association of Importers and Exporters of the Mexican Republic (ANIERM) .
“This cargo is crucial for urgent shipments, high-value goods, and critical components for industries such as automotive and electronics. Eliminating this option forces us to use only dedicated cargo flights, which are less frequent and, of course, increase costs and delivery times. This measure, combined with the existing ban on combined flights from AIFA, drastically reduces options and creates significant operational uncertainty for importers and exporters. At such a crucial time for nearshoring, where logistical agility is paramount, this is a direct and unnecessary source of friction in the North American supply chain. We trust that, during the open comment period, dialogue will prevail and a measure that negatively impacts the commercial efficiency of both countries will be reversed,” he told this publication.
Meanwhile, Kenneth Smith, president of the Mexico-United States Bilateral Business Committee of the Mexican Business Council for Foreign Trade, Investment and Technology (Comce) and partner of AGON, considered that the restriction of certain routes and flights is part of the United States’ strategy to exert pressure on various fronts in anticipation of the review of the USMCA in 2026.
“The U.S. government had already expressed concern about the obligation to relocate cargo and other flights to AIFA. Now, on the eve of the USMCA negotiations, they are simply adding another piece to the table. I think that’s the direction it’s heading; it’s an issue that could obviously be sensitive, and we need to see what the modifications would be or if the Mexican government would agree to make any changes,” he commented.
Meanwhile, the Northeast Business Council for Foreign Trade ( Comce Noreste) expressed its concern regarding the Department of Transportation’s (DOT) announcement prohibiting Mexican airlines from issuing permits for combined cargo transport. The organization warned of immediate impacts on export logistics , particularly in sectors that rely on just-in-time supply chains , such as the automotive, aerospace, medical, and e-commerce industries.
Furthermore, it was noted that a reduction in capacity and frequency to and from the United States would be occurring, forcing airlines to switch routes to other hubs (Monterrey, Guadalajara, Querétaro, Bajío, Tijuana) with longer transit times and higher costs. There would also be an increase in logistics costs due to additional ground transportation, reduced space availability and expedited service fees, and greater operational and documentary complexity when combining ground and air segments or redistributing already scheduled consolidated shipments.
Therefore, he urged the establishment of a bilateral technical working group between the Ministry of Infrastructure, Communications and Transportation (SICT) / Federal Civil Aviation Agency (AFAC) of Mexico and the DOT/ Federal Aviation Administration (FAA) / Transportation Security Administration (TSA) of the United States, to restore operational certainty and align the application of the 2015 Air Transport Agreement, with the objective of lifting the suspension and normalizing routes in the short term.
“We propose defining a critical path of regulatory compliance ( slots , competition, safety and cargo) that allows us to restore capacity without affecting the peak export season,” he stated.
He also proposed intermodal alternatives , such as combining ground transportation to Texas – Laredo, Dallas-Fort Worth, George Bush Intercontinental Airport (IAH) – with air connections to the final destination, adjusting inventories and production times to mitigate variations, among others.
Ricardo Dadoo, president of Logistics Dadoo , believes that allowing the return of the UPS cargo plane to the AICM could resolve this situation.
“DHL has already invested in facilities at AIFA, but UPS subcontracts and can ‘pack bags’ in less than two weeks and operate at AICM, because that’s where their business is, because their business has a higher density in nearby areas than at AIFA,” he explained.
He recalled that a similar case occurred in 1990, when Mexican authorities ordered DHL , FedEx , and UPS to operate in Toluca; however, after lobbying by the latter company, it resumed operations from the AICM in 1992.
“There is already a precedent, where the Mexican authorities relaxed their stance and allowed UPS and DHL to return to the Mexico City International Airport (AICM). This can be resolved if UPS is brought to the table and offered the opportunity to return to AICM,” he explained.
However, the DOT granted Mexican airlines 14 days, ending November 11 , to present their arguments, and an additional seven days, until November 18, for rebuttals. If the order is upheld and becomes final, the ban will take effect 108 business days after that date.
The US agency asserted that this measure is due to the alleged non-compliance of the Mexican government with the Chicago Agreement and Convention, following the decree that sent cargo planes to AIFA and the resulting impact on US airlines.
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