Latin American aviation faces a paradox : it has all the ingredients for takeoff—vast geography, large populations, and expanding economies—but it is burdened by structural costs that limit its growth. This was the point made by Willie Walsh, Director General of the International Air Transport Association (IATA) , during the organization’s 82nd Annual General Meeting, held in Rio de Janeiro. His message was direct: if taxes and regulatory burdens remain high, much of that potential will remain unrealized.

The diagnosis is not an exaggeration. Last April, total air traffic in Latin America and the Caribbean reached 39.2 million passengers , a year-on-year increase of 1% compared to the same month in 2015. This figure contrasts sharply with the start of the year: in January, 45.1 million passengers traveled, an increase of 6.2%, driven primarily by domestic and intraregional connectivity. The subsequent slowdown, according to the reports themselves, is due to less dynamism in the Brazilian and Mexican markets, the region’s two traditional engines of growth.

But the criticism turned to the Peruvian case: if Lima introduces a tax on connecting flights, Walsh warned, “it will simply take passengers to another destination,” which highlights something governments often underestimate: the elasticity of air travel demand in relation to costs. Walsh summarized this with a compelling statistic about Brazil, where a 26.5% tax on tickets discourages international tourism to a country that, on paper, has one of the strongest destination brands on the continent.

Added to this is a structural problem: the cost of fuel, exacerbated by currency risk . Latin American airlines are among the best managed in the world, but with some of the narrowest margins in the sector globally. As has been said many times, this is an industry that moves enormous volumes of people and generates huge economic benefits in tourism, foreign investment, connectivity, etc., while its direct profitability is minimal.

The Mexican case illustrates both points. On the one hand, Mexico has growth opportunities, albeit at a slower pace, partly because it is a more mature market and partly because of the problems stemming from the US FAA’s Category 2 regulations, which threaten to be repeated.

On the other hand, there is concern about the real and nominal state of Mexico City International Airport (AICM) : slot limitations have it hamstrung. In 2025, AICM handled 44.5 million passengers, and a 10% growth is projected for 2026, but the ground infrastructure doesn’t allow it to maintain its runway capacity , which is 61 operations per hour . Walsh was clear: the major investment plans for AICM are on hold, and that’s the real question about its future capacity.

IATA’s message to the region’s governments is simple, albeit politically uncomfortable: competitive operating environments attract more traffic , generate greater economic benefits, and are more resilient than high-tax environments, which, once they drive away passengers and airlines, are much harder to recover. Domestic connectivity would be especially valuable for economic and consumer growth in countries where it is still underdeveloped.

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El cargo The air environment in Latin America apareció primero en T21.

DP World announced that it has obtained certification from the International Air Transport Association (IATA) for its freight forwarding operations in Mexico City , an accreditation that will allow it to directly operate air freight services in a context marked by the growth of nearshoring (relocation of production lines) and the increasing integration of supply chains in North America.

The certification enables the company to market air cargo transport without intermediaries, issue air waybills as an accredited agent, operate directly with airlines, and access the IATA Cargo Account Settlement System (CASS) . This expands the company’s capabilities as part of a strategy aimed at strengthening logistical connectivity between Mexico, the United States, and other international markets.

The accreditation comes at a time when regional supply chains are undergoing a transformation driven by the relocation of manufacturing processes to Mexico . This phenomenon has increased cross-border trade flows and, at the same time, put pressure on the available logistics infrastructure, particularly at major border crossings.

According to data cited by the company from the U.S. Bureau of Transportation Statistics (BTS) , the Laredo land port accounted for 38.8% of all truck crossings from Mexico during 2025, a figure that reflects the high level of concentration of commercial operations and the challenges associated with the mobility of goods between the two countries.

Given this scenario, diversifying logistics options and integrating different modes of transport have become increasingly important for companies participating in regional supply chains. In this regard, air transport has become an alternative for certain cargo segments that require greater speed or operational flexibility.

The certification also contributes to DP World’s expansion in Mexico. The company currently has a presence in Mexico City, Monterrey, Guadalajara, Querétaro, and Ciudad Juárez , where it operates five freight forwarding offices and four warehousing facilities with a combined area exceeding 55,000 square meters.

Within this strategy, the recent launch of a multi-client warehouse in Querétaro stands out , an entity that has consolidated itself as one of the main manufacturing and logistics hubs in the country due to its strategic location and the concentration of export-oriented industries.

Terry Donohoe, CEO of DP World in Mexico , noted that the certification strengthens the company’s operational capacity to meet the country’s air cargo needs. “Mexico is a key gateway for trade, and the IATA certification in Mexico City strengthens our ability to offer customers faster, better-connected, and compliant air cargo solutions,” he stated.

The accreditation obtained in the Mexican capital is part of a regional network of 17 IATA-certified offices that DP World operates in 10 countries across the Americas, including the United States, Canada, Panama, Colombia, Brazil, Chile, the Dominican Republic, Ecuador, and Peru.

The company also reported that it is working to extend this certification to its operations in Monterrey and Guadalajara, in line with a strategy aimed at strengthening its air cargo transport capabilities and expanding the logistics alternatives available for the movement of goods within and outside the country.

Obtaining IATA certification reflects the growing importance of air transport within logistics schemes linked to nearshoring , a process that continues to drive investments in infrastructure, storage, and specialized services to meet the demand resulting from the productive integration between Mexico and the United States.

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The growth of e-commerce and the dynamism in exports have not been enough to trigger the development of air cargo infrastructure in Latin America , where most airports still have limitations in this segment, despite having the necessary space to expand.

Key airports in the region, such as those in Lima, Bogotá, Quito, and Santiago, have focused their efforts on growing passenger traffic, neglecting the development of cargo facilities. However, there is a significant opportunity to strengthen this area without building dedicated cargo airports.

“We don’t need dedicated cargo airports, but we do need better use of existing airports for this segment,” says Peter Cerdá, regional vice president for the Americas at the International Air Transport Association (IATA), in an interview with T21.

The executive emphasizes that, unlike saturated terminals such as Mexico City International Airport (AICM) , where there is no longer room to expand infrastructure, most Latin American airports still have enough physical space to develop specialized cargo facilities, a sector that continues to grow, driven by the export of products such as flowers, fruits, meats and fish from countries such as Mexico, Peru, Colombia, Chile, Brazil and Ecuador.

Cerdá warns that, in addition to expanding infrastructure, it is essential to improve competitiveness by reducing taxes and optimizing operating conditions. As an example, he cites the case of Lima, where a new passenger terminal was built without a parallel development of the cargo terminal, resulting in operations continuing at their limit.

If you wish to continue reading this text published in the June 2026 edition of T21 magazine, we invite you to consult the digital version  by clicking here .

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Driven by trade flows with Asia , global air cargo grew 4% in April compared to the same period last year, the International Air Transport Association (IATA) reported.

He explained that Asia-Pacific airlines experienced a 10.5% year-on-year increase in cargo demand, the largest increase of any region. Capacity increased by 5.3% year-on-year.

Willie Walsh, IATA’s director general, mentioned, however, that this positive result masks a more complex operational scenario.

“The severe disruptions to major Gulf (Persian) hubs caused by the conflict in the Middle East continue to force the reconfiguration of trade routes and limit capacity in key corridors. With cargo aircraft taking on much of the growth, air freight is once again ensuring the continuity of supply chains in a scenario marked by trade disruptions. The coming months will test the sector’s ability to cope with the ongoing climate of geopolitical uncertainty and rising operating costs,” he said.

However, in its report it mentioned that despite the growth in demand, capacity – measured in available cargo kilometer tonnes (ACTK) – contracted by 0.4% year-on-year, while international operations contracted by 0.9%.

IATA explained that among the factors that influenced cargo behavior last April were that world trade contracted by 2.1% in March compared to the previous month after four consecutive months of growth, which underscores the fragility of the trade momentum in the face of geopolitical tensions.

As did aviation fuel prices that month, with a year-on-year increase of 121.1%, along with a 77.7% increase in crude oil prices.

During that month, Middle Eastern airlines experienced the largest year-on-year decline, with an 18.2% drop in air cargo demand in April—the weakest performance of all regions. Capacity decreased by 22.9% year-on-year.

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The conflict in the Middle East impacted air cargo demand during March 2026, registering a 4.8% year-on-year drop , the International Air Transport Association (IATA) reported .

The agency detailed that capacity, measured in available cargo ton-kilometers (ACTK), also showed a negative trend, decreasing 4.7% year-on-year.

“This was primarily due to severe disruptions at major Gulf (Persian) hubs because of the war in the Middle East. The usual timing of the post-Lunar New Year slowdown also contributed to the decline. Importantly, air cargo networks are providing the necessary flexibility to support global supply chains as they adapt to geopolitical, tariff, and operational tensions. All eyes are on fuel supply and pricing, which are expected to test the industry’s resilience in the coming months,” said Willie Walsh, IATA’s Director General.

IATA indicated that Middle Eastern airlines experienced a 54.3% year-over-year decrease in air cargo demand in March 2026, the weakest performance of all regions. Capacity decreased 52.4% year-over-year.

“The Middle East was the determining factor in the industry’s performance. Cargo tonne-kilometers (CTK) contracted by 54.3% year-on-year, reflecting the sharpest decline among all major markets, as the conflict disrupted hub connectivity and reduced aircraft utilization,” Walsh emphasized.

The agency pointed out that jet fuel prices rose sharply in March , up to 106.6% year-on-year, along with a 43.1% increase in crude oil costs and a 320% increase in refining margins during the period.

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LIMA, PE.- The global airline industry is navigating an increasingly complex environment, where geopolitical tensions, tariffs and supply chain disruptions have ceased to be isolated events and have become structural factors that put pressure on costs, routes and operational strategies .

From the perspective of the International Air Transport Association (IATA) , one of the most immediate impacts is reflected in fuel consumption, a critical variable that affects both the profitability of airlines and the final cost of passenger and cargo transport.

“Oil prices remain very high, exceeding our forecasts, and this will have an impact on the industry, making it difficult to know the extent of that impact. We will once again demonstrate our resilience in overcoming these challenges,” warns Willie Walsh, Director General of the organization, speaking at the IATA World Cargo Symposium 2026 (WCS) in the Peruvian capital.

The rise in fuel prices doesn’t happen in a vacuum. The closure of airspace in various regions of the world has forced the redesign of routes , extending flight times and increasing energy consumption, which simultaneously reduces available cargo capacity.

“By closing the airspace, planes take longer to reach their destination, which requires more fuel and reduces the amount of cargo available. The price of oil is what will affect costs for both passengers and cargo,” he says.

In this scenario, air cargo has had to operate under one constant principle: adapt. This is the view of Brendan Sullivan, IATA’s Global Head of Cargo, who emphasizes that disruptions, beyond armed conflicts, also stem from commercial decisions such as the imposition of tariffs .

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Despite the conflict in the Middle East, global cargo movement grew 11.2% in February 2026  compared to the same month in 2025 , the International Air Transport Association (IATA) announced . 

“Demand for air cargo grew by 11.2% in February. Even taking into account the boost in demand from the increased flow of goods ahead of the Lunar New Year, February saw strong growth. However, the outbreak of conflict in the Middle East at the end of the month makes it impossible for us to predict demand trends for 2026,” emphasized Willie Walsh, IATA’s Director General.

He said that the sharp increase in fuel costs, its scarcity in some parts of the world and the chaos at major cargo airports in the Gulf (Persian) are causing considerable changes.

“Although air freight has repeatedly demonstrated its strength and flexibility in adverse situations, the best outcome for everyone is for the war to end soon and for fuel supplies and costs to return to normal,” he said.

According to IATA data, the price of jet fuel (the fuel used by airplanes) has risen, on average, 118.9% globally between February 20 and March 20, 2026, due to the conflict in the Middle East.

During the second month of 2026, Middle Eastern airlines recorded a 16.5% year-on-year increase in tonne-kilometers transported, while capacity grew 13.5% year-on-year.

 Meanwhile, Latin American and Caribbean airlines increased ton-kilometers transported by 0.7% compared to February 2025. They also reported a 4.5% annual growth in capacity.

North American airlines saw a 9.4% year-on-year increase and a 5.3% increase in capacity during the comparison period, according to IATA data.

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Volaris reported that its shareholders approved the business combination with Viva Aerobus , which will create the Más Vuelos Group , with which they seek to expand connectivity in Mexico and internationally .

In a statement sent to the Mexican Stock Exchange (BMV) , the airline detailed that at its General Assembly it reached a quorum of 93.7%, with 91.8% of the company’s outstanding share capital voting in favor of the combination, with no votes against and the rest abstaining .

“The approval of these resolutions by the shareholders represents an important milestone in the proposed transaction with Viva, to create an airline group with a more solid and efficient foundation to expand air transport and strengthen connectivity in Mexico and internationally,” he stated.

Peter Cerdá, regional vice president of the  International Air Transport Association (IATA) for the Americas, considered that the agreement between Volaris and Viva aims to offer a better service to passengers.

“Without a doubt, it’s a practice that’s carried out worldwide, and it’s done constantly. We’ve seen it in Europe, North America, and Latin America, so whether it’s commercial agreements or joint ventures , in the end, it’s the passenger who benefits,” he said in an interview with T21.

He added that in the case of Mexico it is an interesting opportunity , as is resolving the issue between Aeromexico and Delta, “so that the market is dynamic, has flexibility and so that when the conditions are right, the airlines can position themselves in the country for global connectivity.”

In December 2025, following the announcement of Volaris and Viva, Grupo Financiero Monex emphasized that the new group aims to generate economies of scale that reduce fleet ownership costs , improve access to capital and strengthen the financial profile, critical factors in an environment marked by pressures in the supply chain and increasing maintenance and engine costs.

“Both airlines emphasized that they will share an operating model based on point-to-point flights and low fares, which will facilitate commercial and technical integration. Compatibility in fleet, infrastructure, and reservation systems anticipates substantial synergies in costs and distribution. From our perspective, this move positions the group to compete more aggressively against regional and global rivals in a market where the recovery of air traffic and the expansion of tourism remain key catalysts,” he stated.

In its reports submitted to the Mexican Stock Exchange (BMV), Volaris stated that it transported 30,995,000 passengers in 2025 , a 5.2% year-over-year increase. Total revenue reached $3.038 billion, a 3.3% decrease compared to 2024.

Meanwhile, Viva transported 29,957,000 passengers in 2025 , an 8.2% increase compared to 2024. It also recorded revenues of $2.376 billion, a 7.3% decrease, although with a 6.5% increase in capacity.

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Uncertainty surrounding US trade policies and geopolitical conflicts, such as those in the Middle East, will continue to affect air cargo this year, particularly in terms of rates; however, high-value products and e-commerce will drive growth in air freight.

Rubén Mascaraque, Corporate Airfreight Product Manager at TIBA , emphasized that the demand for high-value products—such as iPhone smartphones and sensitive goods (pharmaceuticals and perishables)—will continue to drive e-commerce, despite the contraction from China and the challenges arising from the conflict in the Middle East.

In addition to the growth of semiconductors , which are fundamental to artificial intelligence (AI), and developments in the automotive industry, during the webinar “Air Cargo Outlook 2026 ,” it was suggested that the impact on maritime transport will benefit air transport.

Leonel Ortiz, Vice President of Operations at Avianca Cargo , explained that air cargo has registered constant growth since 2024, while in 2025 it reached record levels.

He recalled that in January of this year, moderate growth was expected, driven by e-commerce , disruptions in maritime transport, nearshoring (relocation of production lines) and high-value perishables, where Latin America only handles 3% globally; however, the value is significant and “that makes it more attractive.”

He mentioned that, in the case of Colombia, the export of flowers, perishables and pharmaceuticals , and, in terms of imports, e-commerce, technology and consumer goods have made this country a key player in the air transport market.

“ E-commerce is changing the game. Recent growth has been close to 30%. Now there are more shipments, smaller and more frequent, which changes operations. We’ve gone from consolidation to a constant flow. E-commerce will continue to drive demand for air cargo in the coming years,” he said.

William Rojas, Director of Cargo and Platform at El Dorado Airport in Colombia, commented that as part of the supply chain and ecosystem, an integrated model is required, a public policy for the development of procedures and regulations that facilitate cargo handling.

“We know that there are risks associated with the logistics chain and this is what we would seek to anticipate, identify and map as ecosystems, although we do not disregard the good practices carried out in other airports such as the ONE Record initiative of the International Air Transport Association (IATA) for predictability,” he explained.

In 2025, El Dorado Airport handled 829,000 tons of cargo , a 2.4% year-on-year increase, primarily in the transport of flowers and perishable goods. It also has 24 cargo airlines operating in Bogotá.

Impact of the closure of the Strait of Hormuz

Rubén Mascaraque mentioned that the conflict between the United States and Israel against Iran has caused a loss of approximately 13% in air capacity, although in some weeks it has reached up to 18% , in addition to route changes that have increased operating costs. The closure of the Strait of Hormuz has impacted fuel supplies, cutting off 20% of the global supply.

 “ Fuel prices are rising, and this is something we will continue to see impacting fares in the coming weeks or months; congestion at other airports, we are not aware of it happening right now, but there will be a rebound effect in the coming weeks because there is a lot of demand from the Asian market to Europe, the United States and the Latin American market, which will bring more complications to an already strained supply chain,” he stated.

He noted that in 2025, global air cargo grew by 3.7% year-on-year , led by the Asia-Pacific region with an increase of 4.2%, while Latin America increased by 2.3%, with Peru and Panama driving this growth, in addition to Brazil, Colombia and Mexico, which hold 60% of the market share.

Meanwhile, the United States was one of the countries that fell, largely due to its tariff policies which, starting in April 2025, complicated e-commerce, also for the part of China that diverted cargo.

“There was sufficient capacity, but aircraft production isn’t progressing at the desired pace, resulting in a significant backlog of orders that represents almost 60% of the active fleet. This often means that airlines have had to ground aircraft for repairs, adjusting their fleets, and this has also negatively impacted capacity. It is expected that the situation will begin to normalize and that these pending aircraft will be delivered by the beginning of 2030,” Mascaraque stated.

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LIMA, PE.- Mexico needs to work on a master plan for the Mexico City International Airport (AICM) that will allow it to meet the growth expected in the coming years, as it requires a “dramatic change” and not just an aesthetic one, like the one being carried out in the framework of the 2026 World Cup.

“It has to be a national agenda. We know that the airports we have today are the ones we’ll have in the coming years. First, we need to develop a master plan for the next 25 years and start planning the budgets, choosing who will do the construction, and how it will be designed,” emphasized Peter Cerdá, regional vice president of the International Air Transport Association (IATA) for the Americas.

In an interview with T21, within the framework of the 19th IATA World Cargo Symposium (WCS) , which is being held in Lima, Peru, he reiterated the need for the master plan, since a growth of between 4% and 8% year-on-year is expected at the AICM in passenger traffic over the next 14 or 15 years.

“We need a master plan to be developed so we know what the airport designs are and can work together. We want to implement the best practices that have been used at other airports. IATA has collaborated with the Mexican government on the construction of Tulum Airport and the verification of Felipe Ángeles International Airport (AIFA) . We have experience and want to contribute, but the airport does require a dramatic change to adapt to the growth of Mexico City,” he stated.

He mentioned that the analysis will have to determine whether a third terminal needs to be built or what changes are required in Terminal 1. He recalled that in the case of LaGuardia Airport in New York, a new terminal was built on top of the existing infrastructure, although it had no impact on passengers; “the impact was minimal.”

Cerdá considered that although the AICM remains the main entry point to Mexico, various airlines such as Air France or Iberia have expanded their connectivity to other airports such as Guadalajara, Cancun or Monterrey , “that gives the airport some breathing room, but it still remains the most important point of entry, especially in economic terms.”

Regarding the allocation of airport slots (takeoff and landing times) in the country under international standards, Cerdá expressed confidence that implementation will take place this year, given that progress is between 85% and 90% complete, although work remains on issues such as the regulatory framework. In this regard, he indicated that the goal is for implementation before the third quarter of the year.

“What we’re trying to do is accelerate that implementation. There’s no reason to wait until the end of the year, when we can already start working on certain mechanisms. There’s a regulatory framework that has the approval of the Congress of the Union to amend laws, but in a government where Congress is from the same political party, it should be relatively quick and easy. We want to move it forward because we see great opportunities for improvement, and there’s really no need to delay it any longer,” he stated.

Peter Cerdá announced that they will be meeting with the head of the Ministry of Infrastructure, Communications and Transportation (SICT) , Jesús Esteva, in the coming months to maintain a close and open relationship, with the purpose of working in an aligned manner so that the aeronautical industry can contribute to the development of the country.

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