Air cargo traffic in Mexico closed the first half of 2026 (1H26) with an increase of 4.7% compared to the same period in 2025, according to figures from the Federal Civil Aviation Agency (AFAC) .

During the period, 616,193.8 tons were transported , that is, 27,732.5 tons more than from January to June 2025, the agency reported.

During that period, the Felipe Ángeles International Airport (AIFA) handled 202,469.4 tons compared to 190,232.6 tons in 2025, which represented an increase of 6.4 percent.

Meanwhile, the Toluca International Airport (AIT) registered a 23.8% year-on-year decrease, ending the period with 11,813 tons, 3,696.2 tons less than in the first six months of 2025.

In that cycle, the national cargo volume went from 183,579.7 tons to 182,413.1 tons , which meant a slight decrease of 0.6% year-on-year.

The airports that contributed to this reduction were Guadalajara with a decrease of 4.6%, Tijuana with 4.7%, San Luis Potosí with 12.6%, Hermosillo with 20.7% and Cancún with 4.1% less.

Meanwhile, international cargo registered an annual increase of 7.1% , as it moved 433,780.6 tons during the period.

AFAC specified that during June 2026 the total cargo grew 1.2% , ending with 108,401.2 tons, which meant 1,262.3 tons more than in the same period last year.

AIFA moved 35,206.5 tons in the sixth month of 2026 compared to 37,708.1 tons in June 2025, representing a decrease of 6.6 percent.

Meanwhile, the Mexico City International Airport (AICM) went from 20,433.4 tons in June of last year to 21,217.7 tons in the same month of 2026, an increase of 3.8 percent.

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El cargo Air cargo in Mexico grows in the first half of 2026: AFAC apareció primero en T21.

Grupo Aeroméxico reported that the United States Court of Appeals for the Eleventh Circuit ruled in favor of its alliance with Delta Air Lines  and nullified the order of the United States Department of Transportation (DOT) , which terminated the approval of the joint collaboration agreement between both airlines, as well as its antitrust immunity.

Antitrust immunity allows two airlines authorized by the competent authorities to coordinate certain commercial and operational decisions , and without that authorization, they could face restrictions arising from competition laws.

“ As a result, the joint venture agreement and its antitrust immunity remain in effect , allowing Aeromexico and Delta to continue offering greater connectivity, a broader network, more convenient service options, and greater competition for customers traveling between Mexico and the United States,” the company said in a statement.

However, the Mexican airline, led by Andrés Conesa, stated that it is reviewing the Court’s opinion and possible next steps with Delta and its legal advisors.

In September of last year, the United States Department of Transportation decided to terminate the antitrust alliance between Aeromexico and Delta Air Lines, because it considered that  it generated anti-competitive effects , arguing that Mexico had supposedly not respected the Air Transport Agreement signed in 2015 , so the termination would come into effect on January 1, 2026.

“This action is necessary due to the anti-competitive effects in the Mexico City and United States markets, which provide an unfair advantage to Delta and Aeromexico as two dominant competitors and create unacceptable real and potential harm to stakeholders, including consumers,” the agency said.

According to the final document, the DOT explained that the implications go beyond Mexico City,  affecting competition for passengers and cargo operations  in additional markets between the two countries.

In that regard, Aeromexico and Delta went to court and in November 2025 obtained a suspension of the measure while the litigation was being resolved.

The Court’s ruling of August 20 allows the two companies to maintain their cooperation on the routes and services included within the alliance .

For Aeromexico, the court ruling also means the preservation of a cooperation model that is key to strengthening its competitiveness against other airlines that operate routes between the two countries.

It is worth remembering that, in July 2025, the DOT had identified that the limitation of slots (takeoff and landing times) at the Mexico City International Airport (AICM)  and the relocation of dedicated cargo planes to the  Felipe Ángeles International Airport (AIFA) allowed the alliance between Delta and Aeroméxico to consolidate its position in passengers and cargo, with the Mexican airline having the largest share in the cross-border cargo market.

At the time, Delta and Aeromexico argued that ending their alliance would lead to the cancellation of routes between Mexico and the United States; in addition, it would cause an economic impact of $800 million and lead to an increase in ticket prices.

For its part, the DOT had argued that continuing the alliance would lead to significant problems, such as higher fares in some markets , stifled innovation, reduced capacity (including frequencies and new routes), difficulties in “doing business” for U.S. airlines, and other impediments for established competitors and new entrants.

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El cargo Aeromexico and Delta maintain alliance after US court ruling apareció primero en T21.

Starting in August 2026, the second phase of the comprehensive remodeling and modernization of the Mexico City International Airport (AICM) began , which will be developed during the rest of the year and throughout 2027.

“This phase aims to strengthen the airport’s capacity to meet increased passenger demand, improve the travel experience, and maintain the highest international standards of operational efficiency, safety, and punctuality,” reported Grupo Aeroportuario Marina .

He indicated that the works have resumed after the conclusion of the World Cup, without suspending aircraft landing and takeoff operations and “minimizing the possible impacts on travelers.”

He explained that work continues in various operational areas and in the terminal buildings , which, due to their characteristics, were not interrupted and will be completed during this period.

Among the works planned for this second phase are the expansion of waiting rooms and the construction of a corridor to separate passenger flows in the national area of ​​Terminal 1.

Terminal 2 will undergo an upgrade to its air conditioning system , an expansion of its parking garage, and the leveling of its vehicle ramps. Additionally, a new Command and Control Center is under construction to enhance airport security.

For both terminals, the lightning and fire protection systems will be modernized, and new security equipment for baggage screening (CT scanners) will be incorporated, as well as additional equipment for document validation at passenger inspection stations, among other works.

According to Grupo Aeroportuario Marina, the AICM (Mexico City International Airport) handled 3,531,915 passengers in June 2026, representing a 2.2% decrease compared to the same month in 2025, when it transported 3,610,705 travelers.

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El cargo Second phase of remodeling of the AICM begins apareció primero en T21.

Aeromexico Cargo installed its first freezer chamber  at the domestic warehouse facilities of Terminal 2 at Mexico City International Airport (AICM) , increasing its capacity to handle cargo that requires temperature control.

This equipment, located at its main operations center, has a capacity of 100 cubic meters and is designed to store different products at temperatures as low as -30° C during connection times at the AICM.

“Its addition will strengthen the company’s logistical capacity to meet a growing demand for perishable products, especially in the food sector, where temperature control is essential to preserve its quality during the transport phase,” the company said.

In this way, the company will guarantee the continuity of the cold chain during the transfer of perishable goods, under the highest quality and safety standards in the industry.

Among the main products that can be stored in this new infrastructure are frozen meat, seafood and fish, frozen bread for commercial storage and ultra-frozen bread .

“Freezing chambers play an essential role in international air cargo logistics, as they facilitate compliance with international regulations and directly influence operational efficiency and service quality,” he explained.

According to the Food and Agriculture Organization of the United Nations , more than 13% of food produced globally is lost before reaching the consumer, which is why specialized cold chain infrastructure has become a strategic element for international logistics.

Aeroméxico Cargo currently operates an average of 450 daily cargo flights . With this, the company reaffirms its commitment to innovation and operational efficiency to continue consolidating its position as one of the leading air cargo carriers in Mexico.

The cold chain logistics market in the country is a key sector for agribusiness, health and international trade, with an estimated value of seven billion 040 million dollars (USD) in 2025 and a projection of seven billion 390 million USD in 2026, reaching nine billion 380 million USD in 2031, according to the consulting firm Mordor Intelligence .

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El cargo Sub-zero logistics: Aeromexico Cargo installs its first freezer chamber at AICM apareció primero en T21.

Among the requirements that organizations like the International Olympic Committee (IOC) and the International Federation of Association Football (FIFA) demand of countries to host sporting events of the caliber of the Olympic Games or the World Cup is having adequate infrastructure and communications and transportation services at the venues to facilitate the national and international mobility necessary for the events to be successful. Let’s recall how Tulancingo, the very Hidalgo-based birthplace of three of my four children, boasts of hosting a satellite ground station ever since the Mexican government decided to acquire what was needed to broadcast the 1968 Summer Olympic Games.

Ultimately, given the crucial factors and players involved in air transport and the logistical setup of a World Cup, Mexico should have worked to ensure its airports were in the best possible condition for 2026 , starting with those in the host cities, just as it attempted to do for the 1970 and 1976 FIFA World Cups. In fact, by the late 1960s, Mexico City was hoping to boast a brand-new airport terminal, located near Zumpango, State of Mexico, when Pelé led Brazil to their historic Jules Rimet Cup victory—a project that, as we know, was never completed. Oh well!

Taking into account my close connection to both the event and the airports themselves, including those involved, I believe I am in a position and have the right to comment on how Mexican airports fared with the 2026 World Cup, of course, from my perspective and without violating any secrecy, since this information is common knowledge in various public and private organizations who, unlike the author of this column, lack an editorial space to do the same, a privilege I will not deny, I cherish.

As is often the case, airports were the first and last impression of the host city and country for thousands of people, many of whom celebrated upon landing, but especially upon takeoff after a good performance by their favorite teams. Invariably, there were also defeats, which impacted the mood of passengers on their departing flights. I’ve said it repeatedly: airports are stages for intense emotions among their users .

It must be acknowledged that the 2022 Qatar World Cup, held in that single, wealthy nation, using only two airports, one of them considered one of the best in the world—I’m referring to the “Hamad” airport in Doha—and with the full political and economic backing of the local emir, set the bar very high for the 2026 “North American” World Cup and its airports, among which there are several world-class options, such as, in my opinion, the “Hartsfield-Jackson” airport in Atlanta, Georgia, and the “International” airport in Vancouver, British Columbia, Canada.

The “World Cup” has finally ended, and so has the experience of being close to it for the author of this note, which allows me to reopen the files of columns in progress to prepare and give final touches to texts, as is the case with this installment, with which I intend, as is always my intention, to issue honest, objective opinions, without bad intentions and supported by what I perceive happened in an event particularly important for Mexico and its air transport and which, due to its scope, put us in the spotlight, now indeed, of the entire world.

There’s something I need to clarify before continuing: published reports and various comments on social media indicate that Mexican airports weren’t the only ones that could have caused headaches for the World Cup. Just as happened in Mexico, authorities, operators, and airport service providers in Canada and the United States presented significant challenges to the organizing body, which I must acknowledge and applaud for the dedication and capability of the vast majority of its staff, both volunteers and employees, at the terminals under their management, in ensuring that the transits were successful, which, it seems to me, they were.

But let’s return to Mexico: One of the major problems that the organizers of the event faced in our country, at least at the airport level, and which is no secret to anyone, was the clumsy management style of the federal authorities that characterized the relations between the organization in charge of the games—it must be said—with its own imperfections, and them, starting with a presidency that, at least initially, could not hide its displeasure from Mexicans regarding the conditions under which Mexico was granted the privilege and opportunity to host the event, and with a Ministry of Infrastructure, Communications and Transportation (SICT) operating as a virtual subordinate to the Ministries of National Defense and the Navy, which in turn had their own complex procedures and bureaucracies.

This compels me to approach the topic from two distinct perspectives: first, that of airports managed by private entities, such as the “Miguel Hidalgo” in Guadalajara, Jalisco (GDL), which has hosted several teams; the “Mariano Escobedo” in Monterrey, Nuevo León (MTY), with a significant number of departures and arrivals for various national teams; the “International” in Cancún, Quintana Roo (CUN), a haven for Uruguay; and the “Abelardo L. Rodríguez” in Tijuana, a refuge for the Iranians. Second, there are the terminals under the control of the Mexican State, specifically those administered by the armed forces, a notable example being the “Benito Juárez” International Airport in Mexico City (AICM) , managed by the Secretariat of the Navy, which also administers another World Cup airport, the “López Mateos” in Toluca, State of Mexico (TLC), where it served the English team. We also have the airports under the jurisdiction of the Secretariat of National Defense . The case of the Felipe Ángeles International Airport  (AIFA) in Santa Lucía, State of Mexico , with multiple national teams passing through its facilities, one of which complained about the travel times involved, and finally the case of the Monterrey International Airport (NTR) , which was virtually ignored. Each type of approach had its strengths and weaknesses, as well as its own management style for the facilities provided for the World Cup.

In all cases (private and public), the general sentiment was essentially the same: to fully support the event, even if it meant significant investments of time, personnel, facilities, entertainment, equipment, and money, but without breaking the law, especially regarding security. In the former, the costs were borne by national or international partners, and in the latter, by the people of Mexico. The question is unavoidable: Was it worth it? I believe all the concessionaires did their best to make their airports shine for the thousands of travelers who passed through them, maximizing the opportunity to generate revenue to offset the investments, for example, through Airport Use Fees (TUA) linked to a potential increase in demand—which, incidentally, remains unclear—and the lucrative, attractive, and ubiquitous World Cup advertising within their facilities.

The truth is that Mexican airports clearly had a favorable, professional, responsible, and tournament-promoting atmosphere . For example, at the “Mariano Escobedo” airport in Monterrey, they even set up an attractive and very well-located artificial turf soccer field, where many of us played a few pickup games when we discovered it during our stay. I hadn’t scored a goal in ages!

In this way, administrators, service providers and authorities within them, although not always convinced, but invariably trying to fulfill their respective contracts with the organizer, made a great effort to ensure that the transit of people, goods, aircraft, crews, equipment and personnel of the interested parties took place without setbacks for the benefit of the image of the event, and of course, of the host cities and the country itself.

I witnessed how, I insist, always trying to comply with the regulations, those in charge of any process at the airports, whether willingly or even reluctantly obeying a superior order or even aware of the need to do so – the majority, by the way – facilitated the work of any public or private, national or international organization legitimately related to the “World Cup”, often crossing lines that one would think impossible to do in other circumstances, I repeat, without violating any rule.

Unfortunately, there were those who, whether due to prejudice, closed-mindedness, ignorance, insecurities, or personal interests, attempted to obstruct the free flow of traffic or its operators at airports. They used issues of self-importance, tinged with political aspirations or misinterpretations of what was about to happen, to the point of absurdity. This was the case with the aeronautical authorities – the Federal Civil Aviation Agency (AFAC) and its supervisory entity, the SICT – and also with the implacable, authoritarian, and always complicated influence of the military, which de facto held the final say in everything related to security and the movement of teams or high-ranking officials through airports or outside of them during the World Cup. They made decisions without foundation or consistency, decisions that should have been made by the aeronautical authority or the airport concessionaire, not by the military, generating misunderstandings among the operators that repeatedly affected the quality of service provided to those involved.

What can be said about the impression visitors took away from the country, given the scale of the security measures implemented at the airports, with a prominent military presence? This surely made many wonder, as I feel tourists do in Mexican destinations heavily guarded by the armed forces, if everything was alright where they were arriving. Along these lines, I must mention the sad spectacle of passengers of certain races being routinely profiled for extraordinary document and luggage inspections by immigration, customs, and security authorities . It’s truly shameful, even disheartening, to see Mexico like this.

By far, the Mexican airport with the highest demand from World Cup travelers and the most complications for those serving them was Mexico City International Airport (AICM) , which posed a huge logistical challenge for the organizers. It’s known that the Felipe Ángeles International Airport (AIFA) hosted a significant number of charter flights at its large FBO, but that’s about it, validating the premise that the Santa Lucía airport simply isn’t attractive to Mexico City’s demand , at least not for those attending the World Cup, leaving its terminal building, with all its football-themed decorations, virtually abandoned by fans.

The truth is, again from my point of view, to a greater or lesser degree and each for its own reasons and circumstances (limitations, obsolescence, distances, ongoing construction, management style, protests, or whatever you want to call it), our airports, and indeed the country itself, given the anarchy, insecurity, and lack of maintenance across the board, barely lived up to the standards they were supposed to provide for the World Cup. In my opinion, the airport terminals run by private companies performed their role better than those managed by the state and its armed forces.

The general impression among the comments I heard was that, at least in the case of the Valley of Mexico, if the new airport in Texcoco, State of Mexico, hadn’t been canceled, we wouldn’t have had to endure the embarrassment of the “Benito Juárez” airport, even after its recent renovation. Furthermore, I believe those who think that the image Mexico would have projected to the world with the modern and competitive NAICM (New Mexico City International Airport), managed by civilians and, even better, by private companies, would have been far superior to the one it projected with our main airport terminal, are right. In fact, I’d almost wager that FIFA never imagined, when awarding Mexico a part of the event, that the construction of the new airport would end up being canceled and that they would have to organize it based on the continued operation of the outdated AICM (Mexico City International Airport).

In short, I won’t deny that my experience with football in 2026 was overwhelming, but interesting. Furthermore, I recognize that it helped me gather even more evidence to reinforce my hypothesis that under the government of the so-called 4T (Fourth Transformation), things aren’t going very well in Mexico’s skies and airports, especially with so much involvement of the armed forces in decision-making. And that, dear readers, is what I observed World Cup passengers experiencing at Mexican airports in 2026.

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El cargo Mexican airports and the World Cup: a close and personal look apareció primero en T21.

Mexico City International Airport (AICM) is experiencing a 15% to 20% growth in its commercial area following the completion of the terminal’s renovation, which is expected to increase its total revenue by four to five percentage points . However, this figure remains below international standards.

Jesús Gilberto Argaiz, Commercial Director of AICM, explained that they currently have 95% of their surface area occupied , but are recovering spaces with the changes being made to this air infrastructure.

“We have already outlined the commercial areas we require, and they are only now going to give us the available space,” he stated in an interview following his participation in the Airport Commercial Forum organized by ACI-LAC.

Currently, 25% of the total revenue of the AICM corresponds to the commercial sector, although there are airports worldwide that reach up to 50 percent.

“Hopefully we’ll reach 50%, but with that growth, we’ll have between four and five percentage points more (in revenue). The airport has already completed its first phase of renovation; the most important aspects were security, image, and functionality. Today, security checkpoint times are very fast. Before, it took 15 minutes, and we reduced it to eight. Now, passengers pass through a security checkpoint in five or six minutes. This speed allows passengers to spend more time inside, and commercial spending increases,” Argaiz commented.

He mentioned that they are looking to increase the average user spending, raising it from 150 pesos to 300 pesos; therefore, the actions they have taken include improving the user experience, speeding up entry, commercial offers, better prices, among others.

Jesús Gilberto Argaiz specified that currently the contracts for establishments at the AICM are for four years, however, modifications can be made depending on the investments made.

“From the airport’s commercial management, we administer 3,200 contracts. We have well-behaved clients , we don’t have significant debts, we have very minor issues in some locations; it’s a legal matter that has been ongoing for several years,” Argaiz explained.

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El cargo The remodeling of the Mexico City International Airport (AICM) did not bring its commercial revenues up to international standards. apareció primero en T21.

The Felipe Ángeles International Airport (AIFA) has now been operating for over four years ; I suddenly realize that, contrary to what I never imagined, and given my well-deserved reputation as a detractor, I’m ending up choosing it almost as often as I choose Benito Juárez International Airport (AICM) when flying to and from the Valley of Mexico, where I live. I think I’m not the only one, especially now that it finally has its train service to and from Buenavista in Mexico City and the Tlalnepantla area in the State of Mexico.

Undoubtedly, at least in my case, it all boils down to economics and flight schedules. While the fares airlines have offered me are higher than those advertised from the virtually inaccessible “López Mateos” airport in Toluca, which has fewer flights and worse schedules, at AIFA they end up being lower than those at AICM, which generally offers more flight options. Added to this is the lower Airport Use Fee and parking fees. Furthermore, I recently confirmed that the “AIFA Pass”—now “Conecta AIFA”—does indeed cover some toll costs for passengers, but it doesn’t simplify transfers, which, in my opinion, is the Achilles’ heel of this airport infrastructure. Of course, the question of the origin of the subsidies that make this possible is unavoidable, but I feel that all Mexicans know the answer: the taxpayers’ money .

Ultimately, even considering the cost and risk of ground transportation, like a taxi, my finances end up being grateful for the prices at AIFA . And let’s not kid ourselves, money is tight, so much so that passengers “turn a blind eye” to having to use such dangerous roads as the highways and freeways of the State of Mexico, just to save a little money.

The truth is that AIFA has now completed four years of operation, and its success is increasingly satisfying users. Cargo operators, for example, don’t want to leave, even though there are signs that they could return to AICM if they so desired. Meanwhile, passengers, even the most demanding and critical ones (as I understand), have a fantastic time at its facilities when boarding or arriving on a flight. Furthermore, the quality of experience I’ve had in its terminal building is unmatched by any other airport in the country, so I have no qualms about stating that I consider AIFA to be the best airport in Mexico today, I reiterate, from the perspective of the experience in terms of facilities and services.

But be careful! I’m not justifying its construction; I maintain my position that the New International Airport of Mexico City (NAICM) in Texcoco should have been completed and put into operation , forever closing the chapter on the history of the AICM. I also reiterate my opinion that civilian airfields should not be managed by military entities, as is the case in the Santa Lucía area of ​​the State of Mexico.

The fact is that, however efficient and economically attractive AIFA may be for the user, and however convenient some consumers may be using it and positively rating the experience, the reality is that, like all the ventures that former President López bequeathed to Mexico, it is costing the country dearly, excessively so, I would say.

I’ve said it several times: AIFA is a great airport in terms of architecture and services, but it’s very poorly located, poorly planned, very costly for the public treasury, and one that should never have been built .

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El cargo Four years later, will AIFA have become the best airport in Mexico? apareció primero en T21.

Influenced by competitive rates compared to maritime transport and e-commerce , air cargo traffic in Mexico continues to rise. From January to April 2026 alone, it registered a 6.4% increase compared to the same period last year.

According to statistics from the Federal Civil Aviation Agency (AFAC) , the country handled 403,069.2 tons during the first four months of the year, that is, 24,317.1 tons more year-on-year.

Humberto López, head of Air Product at  Eternity Group Mexico , explained that due to the conflict in the Middle East, as well as an increase in demand and certain complications in maritime routes, there was an increase in fares.

“The difference between air and sea freight is decreasing, and therefore, many customers, in order to meet their commitments and deliver on time, are switching from ships to planes; in other words, the volume has increased precisely because of the variations in sea freight,” he said in an interview with T21.

He specified that the merchandise being transported by plane is from e-commerce, which continues to grow despite trade restrictions and tariffs ; the Mexico-China route alone continues to increase.

“We see that, in the case of China, the fastest-growing route was from Shanghai to AIFA and from Hong Kong to Guadalajara. This has a lot to do with e-commerce, but also with electronics, spare parts in general, textiles, and consumer products; this is what has been driving the increase in volume,” he commented.

The AFAC reported that domestic cargo increased from 119,121.6 tons between January and April 2025 to 119,740.2 tons during the same period in 2026, representing a 0.5 percent rise. The airports of Querétaro, Mexico City International Airport (AICM) , Guadalajara, and Monterrey stood out in this regard, showing growth.

Internationally, cargo volume increased by 9.1% , reaching 283,329 tons by the end of the period. The Felipe Ángeles International Airport (AIFA) and Guadalajara contributed to this increase.

“The conflict affected maritime cargo and caused many customers to withdraw; on the other hand, the constant growth of e-commerce and other products on routes from Asia to Mexico, and there are also companies that have been changing their way of working, making inventory adjustments,” Humberto López emphasized.

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El cargo Air cargo in Mexico “soars” in the first four months; e-commerce plays a role apareció primero en T21.

Authorities at Mexico City International Airport (AICM) believe that the renovations being carried out on this infrastructure could allow for a further increase in takeoff and landing slots .

“I believe so, we are working towards that. We are building three taxiways; Delta One is already finished, which allows the aircraft to occupy the runway for the shortest possible time; the second taxiway is already under construction and will be completed in July of this year, and a third one between December and January of next year,” Admiral Juan José Padilla Olmos, general director of AICM, told T21.

However, he specified that the Federal Civil Aviation Agency (AFAC) and the Transportation Security Administration (TSA)  will determine, through an evaluation of the AICM’s capabilities, whether it is feasible to increase the slots .

Padilla Olmos also confirmed that the slots that were taken away from Mexican and international airlines in 2022 have already been returned to them. Furthermore, he confirmed that there are no dedicated cargo planes involved in this arrangement, although if one requests it, the AFAC (Federal Civil Aviation Agency) will evaluate its potential landing at the Mexico City International Airport (AICM) .

“We haven’t received any requests from any cargo companies. They would have to submit their request, and AFAC has the directives, and as soon as we receive a request, we will forward it to the agency,” he explained.

It is worth remembering that the federal government, when it was headed by Andrés Manuel López Obrador, decreed saturation at the AICM in 2022, so the operations went from 61 to 52 and later from 52 to 43, until May 2025, when they increased to 44 and recently the increase to 46 was ordered, a measure that came into effect on June 1 .

Padilla Olmos indicated that granting a slot means 1.2 million additional passengers per year , so it is expected that with the increase to 46 operations, 2026 will close with close to 49 million travelers.

“Those 46 are now permanent, and the results will start to be reflected from December onwards because the airlines have to offer them and adjust their flights,” he explained.

In that regard, Héctor Fabián Cortés Álvarez, Deputy Director of Operations at AICM, told this media outlet that the slots that were taken away from them in 2022 have already been reinstated for US airlines Delta , American Airlines and United , as well as for Aeroméxico , Viva and Volaris , and also Avianca , while Lufthansa continues to analyze the offer.

He recalled that on May 15, takeoff and landing slots were assigned for the upcoming winter season , “some were confiscated for misuse, that is done by the AFAC, and they are told what the assignment list is, what they cancel and what they are going to use and an operational reserve is generated that we take to the Slot Convention (held in Bangkok, Thailand, from June 9 to 11).”

He explained that a reservation of 2,300 slots was achieved , plus the increase, so there were 5,600 new operations.

“That’s something we’ll see reflected through October, November, and December. International companies received refunds for about 700 transactions, and domestic companies also received refunds for previous reductions, for which 2,400 transactions were processed,” he emphasized.

In that regard, he emphasized that American Airlines requested more operations because it anticipates a greater increase in winter; additionally, Aeromexico, Volaris and Viva are requesting to increase flights, as they will start new routes to Latin America.

“Of those, 1,100 will be new operations; most already fly here, but they will increase routes,” he explained.

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El cargo They estimate that the remodeling of the AICM would allow for an increase in slots apareció primero en T21.

One week after the start of the 2026 FIFA World Cup, the expectation of a greater influx of passengers at the Mexico City International Airport (AICM) has not yet materialized, despite the fact that this infrastructure was the subject of various modernization works, whose total investment will be 10 billion pesos (mdp) .

During a tour conducted by T21 at both terminals of the Mexico City International Airport (AICM), no crowds or significant increase in the presence of domestic or international tourists related to the World Cup were observed. The corridors, check-in areas, waiting rooms, and commercial establishments showed moderate activity, far from the high occupancy that some sectors had anticipated for this time of year.

The situation was also reflected in the two Fan Fest areas set up inside Mexico City International Airport (AICM) to offer passengers the chance to follow the tournament matches while waiting for their flights. Although they had screens for broadcasting the games and areas for socializing, the number of fans was limited . The country’s main airport lacked the usual excitement that accompanies an event of this magnitude.

Admiral Juan José Padilla Olmos, general director of the AICM, told this media outlet that passenger traffic has remained at an average of 115,000 to 120,000 daily users .

“There’s a constant trend, and the day we had the fewest passengers, for natural reasons, was the inauguration day. We handle 125,000 daily. Growth has been very slight; there hasn’t been the increase we expected. Studies projected six million passengers, not all for Mexico City International Airport (AICM), but distributed among Guadalajara, Monterrey, and Cancún. We expected an increase of 400,000 to 500,000 passengers per month starting in May. We have an average of 3.5 or 3.6 million passengers per month, and we thought we would be close to four million. We’ll probably reach that number this month,” he explained.

However, he stressed that the AICM has the capacity to handle a high influx of passengers , since in phase one works were carried out to improve the comfort and experience of the user, as well as the use of new technology, something that had not been done in the last 15 years, among other works that increased the planned budget.

“We started with a project of eight billion five hundred million pesos and with unforeseen events such as collapsed drainage systems, improvements to lightning rod systems, camera equipment, we are now at over 10 billion pesos that will be completed in phase 2, and which will be finished in December 2026,” he specified.

He highlighted that more than 30,000 square meters were recovered, which will structurally benefit the passenger more, complying with the standards of the International Air Transport Association (IATA) .

In turn, Captain Arturo Flores Melgoza, coordinator of the remodeling, indicated that these works were carried out in just over a year with the airport’s own resources .

He detailed that among the actions carried out were the expansion of spaces for taxis, the installation of new surveillance cameras, document validators, scanners and new technology that allows speeding up the crossing of a filter, as well as the renewal of baggage carousels and parking lots.

Similarly, a new internet service was installed for passenger use , in addition to the recovery of spaces, an increase in migration modules, information screens, relocation of businesses, to mention a few.

Padilla Olmos indicated that the entire drainage system still needs updating , a third parking building needs to be built at Terminal 2, the inspection filters need to be renovated, the contact rooms at Terminal 1 need to be expanded, the flow separation system and roadways need to be improved, among other actions that will begin next August.

“Maintenance of the taxiways and aprons has not been neglected; it has been constant and ongoing. There isn’t an opportunity for another runway; we have enough for the 46 slots (takeoff and landing times) we have. We still need to attend to the runways year after year with the maintenance that is done. They aren’t potholes, but there are deformations due to natural subsidence,” he explained.

Regarding the possible construction of Terminal 3, Padilla considered that “it is very risky to give an opinion,” although he mentioned that once the second phase of remodeling is completed, a study on the subject could be carried out through the Federal Civil Aviation Agency (AFAC) and the Mexican Air Navigation Services (Seneam) .

“This is an issue that requires thorough analysis, a meeting of many knowledgeable people, an interdisciplinary committee that understands air traffic, road infrastructure, and where to relocate the infrastructure. Giving an opinion is very risky,” he emphasize.

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El cargo The World Cup has yet to “take off” at the Mexico City International Airport (AICM). apareció primero en T21.