Major cargo airlines and courier companies reaffirmed their commitment to maintaining and expanding their operations at Felipe Ángeles International Airport (AIFA) , the Ministry of Infrastructure, Communications and Transportation (SICT) reported .

During a meeting between sector authorities and leaders of the air and land cargo industry, progress in the modernization of the airport’s infrastructure and systems was reviewed .

The event recognized AIFA, as well as its ability to manage large-scale operations , which positions it as a world-class logistics center.

The Mexican government emphasized that technological integration and streamlined customs processes at the airport have allowed for a significant reduction in transit times, strengthening the country’s competitiveness in global trade.

“Collaboration between the federal government and the air cargo sector is fundamental to strengthening and further developing the capabilities of the Metropolitan Airport System of the Valley of Mexico. Today we confirm that this infrastructure is already a benchmark for operational efficiency and safety in the transport of goods,” stated the Secretary of Foreign Affairs , Roberto Velasco Álvarez; and the Secretary of Infrastructure, Communications and Transportation, Jesús Esteva Medina.

Similarly, they indicated that there are  advances in land and air connectivity that facilitate national and international distribution, in addition to the commitment to continue investing in their own infrastructure within the airport complex to strengthen the logistics ecosystem .

With the participation of the National Customs Agency of Mexico (ANAM) , the modernization of customs was also highlighted, “which guarantees rigorous, but agile control, vital for the movement of high-value and perishable products.”

The SICT stated that this joint effort reaffirms the private sector’s confidence in the public policies for regional development and connectivity promoted by the federal government.

According to statistics from the Federal Civil Aviation Agency (AFAC) , in the first two months of 2026,  air cargo in Mexico increased by 7.3% compared to the same period in 2025, with AIFA being the airport with the highest movement of goods.

In the January-February cycle of this year, the Felipe Ángeles moved 63,845.2 tons, which represented a growth of 17.4% year-on-year.

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El cargo Air cargo industry seeks to expand operations at AIFA apareció primero en T21.

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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El cargo Cargo airlines have not been notified of a possible return to Mexico City International Airport (AICM) due to DOT measures. apareció primero en T21.

The main international cargo airlines operating to and from Mexico reported declines in cargo movement from January to July of this year compared to the same period in 2024, with only Lufthansa Cargo and Air France growing 9.1% and 4.3%, respectively .

According to statistics from the Federal Civil Aviation Agency (AFAC) , the German airline ended the period with 16,192.37 tons, while the French airline with 12,964.24 tons.

Meanwhile, the cargo carriers with the greatest decrease in the period were Cargolux Airlines , with a 27% drop, ending with 26,813.05 tons compared to 36,720 tons last year.

Similarly, FedEx fell 21.8%, going from 49,860 tons to 38,976.31 tons, as did Emirates , with a 13.7% drop, from 13,510 tons to 11,657.87 tons.

The AFAC reported that FedEx led the international freight transportation market share from January to July with 15.6 percent, followed by Cathay Pacific with 11.3 percent, and Cargolux Airlines with 10.7 percent.

It’s worth mentioning that overall, air cargo in the Mexican market registered a 4.4% drop in the first seven months of the year compared to the same period in 2024, ending the cycle with 696,558.3 ​​tons, 31,807.7 tons less year-on-year.

The AFAC reported that domestic cargo was 220,758.1 tons compared to 223,355.9 tons in the January-July 2024 period, a 1.2 percent decrease.

Regarding the international market , there was a 5.8% drop, as the period ended with 475,800.2 tons, or 29,210 tons less.

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El cargo Lufthansa Cargo and Air France lead cargo movement to and from Mexico from January to July. apareció primero en T21.

According to Boeing , the US aircraft manufacturer, these markets will represent more than 50% of the global commercial fleet in 2044 , compared to nearly 40% in 2024.

Presenting its Commercial Market Outlook (CMO) 2025 study at the Paris Air Show, the company said it expects aircraft supply to match market demand by the end of the decade, allowing airlines to renew and expand their fleets.

“During the first quarter of this century, passenger air traffic tripled and the global airplane fleet more than doubled, while the commercial aviation industry faced significant challenges. Resilience will continue to be a hallmark of this growing industry as we see strong demand for new airplanes, with commercial aviation returning to its pre-pandemic growth trajectory,” said Brad McMullen, Boeing’s senior vice president of Commercial Sales and Marketing.

Furthermore, risk reduction and diversification of global supply will increase demand for air cargo from the manufacturing sector as supply chains become multimodal across a broader geography.

“The expansion of e-commerce and express mail networks—especially in countries with large populations but nascent online retail markets—will provide a further boost to air cargo traffic. Considering these factors, the markets of South Asia, China, and Southeast Asia are poised for the fastest growth over the next 20 years,” he stated.

He mentioned that the continued growth in air cargo traffic and the need to replace outdated freighters with state-of-the-art aircraft will drive demand for factory-produced and converted freighters during this period.

In this regard, the global freighter fleet is expected to grow by approximately 67% , from 2,375 aircraft in 2024 to 3,975 aircraft in 2044.

Cargo aircraft deliveries are expected to total 2,900 , of which approximately 45% will replace retired aircraft, while the remainder will augment the fleet. Approximately two-thirds of all cargo aircraft deliveries will be converted passenger aircraft. Of these conversions, nearly 60% will be standard-body freighters.

The Asia-Pacific and North American regions will require the most freighter aircraft ; more than a third of all freighter demand will come from Asia-Pacific carriers, more than doubling the existing fleet. North American carriers will receive another third of planned deliveries, approximately two-thirds of which will replace older aircraft.

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El cargo Boeing forecasts increased demand for new aircraft by 2044 apareció primero en T21.