<?xml version="1.0" encoding="utf-8"?>
<rss version="2.0" xmlns:dc="http://purl.org/dc/elements/1.1/" xmlns:content="http://purl.org/rss/1.0/modules/content/">
    <channel>
        <title>Aviacionline - English</title>
        <link>https://www.aviacionline.com</link>
        <description>Aviacionline es el sitio de aviación en español más leído del mundo. Presenta noticias de aerolíneas, aviones, aeropuertos, y demás.</description>
        <lastBuildDate>Sun, 28 Dec 2025 12:42:06 GMT</lastBuildDate>
        <docs>https://validator.w3.org/feed/docs/rss2.html</docs>
        <generator>Tadevel</generator>
        <copyright>All rights reserved</copyright>
        <item>
            <title><![CDATA[The Russian Air Force received the last batch of Su-35S fighters in 2025]]></title>
            <link>https://www.aviacionline.com/english/defence/the-russian-air-force-received-the-last-batch-of-su-35s-fighters-in-2025_a694e99c47a89b44e00997a67</link>
            <guid>694e99c47a89b44e00997a67</guid>
            <pubDate>Fri, 26 Dec 2025 14:17:44 GMT</pubDate>
            <description><![CDATA[UAC and Rostec closed the annual production plan after completing the planned deliveries to the Russian Ministry of Defense]]></description>
            <content:encoded><![CDATA[The United Aircraft Corporation (UAC) of Russia, part of the state-owned Rostec conglomerate, has confirmed the delivery to the Russian Ministry of Defense of the final batch of Su-35S multirole fighter jets for 2025, thereby completing this year’s production and supply plan for the aircraft to the Russian Aerospace Forces (VKS).

According to the official statement released by UAC and Rostec, the aircraft successfully completed the full cycle of factory ground and flight trials before being formally accepted by VKS crews and transferred to operational units. The corporation did not disclose the exact number of aircraft included in this final batch, a common practice in Russian official communications related to the fulfillment of the state defense order.


A RECORD YEAR FOR FIGHTER AIRCRAFT PRODUCTION

Rostec emphasized that 2025 became a record year for combat aircraft production, with the Su-35S manufacturing plan fully completed. In this context, the state corporation confirmed that the plants involved are already working on the 2026 production program, amid sustained operational demand and continued industrial effort.

“The Su-35S is one of the most in-demand aircraft within the forces. Its operational record includes the highest number of targets destroyed during the special military operation,” Rostec stated, also highlighting the aircraft’s ability to engage and neutralize targets at ranges of several hundred kilometers, as well as its capacity to employ the full range of modern air-launched weapons available in the Russian inventory.




TECHNICAL CAPABILITIES 

The Su-35S, a deeply modernized evolution of the Flanker family, is designed for air superiority and strike missions, including operations in adverse weather conditions and at long distances from its home bases. The aircraft is powered by two AL-41F1S turbofan engines with thrust vectoring, providing supermaneuverability, a maximum speed exceeding Mach 2, and a combat radius of more than 1,500 kilometers. Its sensor suite is centered on the Irbis-E radar, capable of long-range target detection, tracking multiple contacts, and operating in both air-to-air and air-to-surface modes, complemented by the OLS-35 infrared search-and-track system and an integrated electronic warfare and self-protection suite.

During the war in Ukraine, the Su-35S has been primarily employed in interception, combat air patrol, and escort missions, as well as in support roles for strike operations. In this context, configurations combining medium- and long-range air-to-air missiles such as the R-77-1 and R-77M, together with short-range R-73 missiles, have been observed, enabling the aircraft to act as a dominant beyond-visual-range (BVR) platform within the Russian air order of battle. The use of Kh-31P/PM anti-radiation missiles has also been documented, expanding its role in suppression of enemy air defenses (SEAD) missions.



Additionally, the Su-35S has operated with extended-range air-to-surface weapons, including guided missiles and glide bombs equipped with planning and correction modules (UMPK), allowing stand-off attacks from dozens of kilometers outside the engagement envelope of short- and medium-range air defense systems. This payload flexibility, combined with twelve hardpoints and a maximum weapons load of up to eight tons, reinforces the Su-35S’s value as a true multirole platform in high-intensity conflict scenarios.


SEVEN BATCHES DELIVERED IN 2025

According to OSINT monitoring, this delivery represents the seventh batch of Su-35S fighters produced and transferred to the VKS during 2025. Previous deliveries were officially announced in March, May, June, August, September, and November, indicating a sustained production tempo throughout the year.

Although neither UAC nor Rostec disclosed the size of each batch, audiovisual material released on previous occasions suggests deliveries of two to three aircraft per batch, reinforcing the perception of a staggered but steady production flow.]]></content:encoded>
            <enclosure length="65765" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/694e92407a89b44e0098b343/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Haneda Crash Update: Investigators Analyze Pilot Fatigue and HUD Usage]]></title>
            <link>https://www.aviacionline.com/english/accidents-and-incidents/haneda-crash-update--investigators-analyze-pilot-fatigue-and-hud-usage_a694dd2057a89b44e00893763</link>
            <guid>694dd2057a89b44e00893763</guid>
            <pubDate>Fri, 26 Dec 2025 00:25:46 GMT</pubDate>
            <description><![CDATA[Procedural errors and the absence of sterile-cockpit rules were key factors in the January 2024 collision at Tokyo’s Haneda Airport. Night-visibility tests conducted by Japanese investigators seek to explain why the JAL crew failed to detect the aircraft occupying the runway.]]></description>
            <content:encoded><![CDATA[The Japan Transport Safety Board (JTSB) released the second progress report on the collision that occurred on January 2, 2024, at Haneda International Airport. The document analyzes factors leading to the crash between a Japan Coast Guard Bombardier DHC-8-315 and a Japan Airlines Airbus A350-941 on Runway 34R. The investigation focuses on crew fatigue, cockpit procedural errors, and technological limitations of surveillance and evacuation systems.

The technical report revealed that the Coast Guard aircraft captain experienced fatigue levels that may have compromised decision-making. Furthermore, the pilot did not operate the DHC-8 model during the 30 days prior to the accident. A fundamental finding is that the co-pilot completed the Before Takeoff Checklist, a procedure only to be initiated after receiving runway entry clearance, even though the controller only instructed the aircraft to taxi to the holding point.

The Coast Guard base at Haneda had not implemented the Sterile Cockpit Rule, allowing the crew's attention to be divided during a critical phase. Additionally, the investigation determined that a visual cross-check to confirm the final approach path was clear before entering the active surface was not performed. These systemic failures explain why the Coast Guard crew misinterpreted air traffic control instructions and occupied the runway improperly.

Haneda air traffic control failed to recognize that the Coast Guard plane invaded and remained on Runway 34R. JTSB analysis noted that the flight monitoring seat in the tower was instructed to monitor Runway A, but there was no equivalent requirement for Runway C. The lack of continuous surveillance by controllers prevented them from noticing the DHC-8 before the arrival of the Japan Airlines flight.

The investigation also questions the effectiveness of runway occupancy alerts. Experts compared this event to previous accidents where alert functions did not operate as intended or where controllers did not receive adequate training to react to these warnings. The report examines whether the safety management system of the aviation authority adequately captured deficiencies reported by operational personnel before the crash.

VISIBILITY EXPERIMENTS AND HUD USAGE

To understand why the Airbus A350 pilots did not see the Coast Guard aircraft, JTSB conducted field tests at Chubu Centrair International Airport in March 2025. Researchers used helicopters and small aircraft to recreate night light conditions and the final approach path on a runway with lighting systems similar to Haneda. The tests analyzed the impact of the DHC-8's white external lights, which tend to blend with runway centerline and touchdown zone lights.

The report also highlights that both Japan Airlines pilots were using the Head Up Display (HUD) at the time of impact. JTSB is studying if this equipment limited the crew's ability to maintain effective external surveillance. Data collected in simulators and test flights aims to determine at what exact point during the approach the stationary aircraft became visually indistinguishable from the runway lighting infrastructure.

EVACUATION CHALLENGES AND COMMUNICATION BREAKDOWN

Although the evacuation of all 379 occupants of the Airbus A350 was successful, the report detailed critical failures in emergency equipment. The cabin PA system failed after the collision, forcing crew members to use portable megaphones. Some crew members abandoned these devices as they felt their 2W power was insufficient to overcome the noise of the still-running engines and the chaos in the cabin.

JTSB performed acoustic measurements on aircraft of the same model to evaluate voice instruction propagation under stress and ambient noise. Furthermore, they analyzed the chemical composition of the smoke that filled the cabin just five minutes after the crash, reducing visibility to a few meters and hindering passenger orientation toward emergency exits. The commission will continue analyzing damage to electrical and engine control systems to strengthen future safety protocols.]]></content:encoded>
            <enclosure length="54646" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdff12a0ea712e1fb607a6/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[Not even at Christmas is the F-35 program spared from the Pentagon's damning reports]]></title>
            <link>https://www.aviacionline.com/english/defence/united-states/not-even-at-christmas-is-the-f-35-program-spared-from-the-pentagon-s-damning-reports_a694d6e9a7a89b44e00832556</link>
            <guid>694d6e9a7a89b44e00832556</guid>
            <pubDate>Thu, 25 Dec 2025 17:01:16 GMT</pubDate>
            <description><![CDATA[The F-35 program closes 2025 under the shadow of a new report from the Pentagon‘s Inspector General: millions in payments without results and a ‘ghost fleet’ without mission capability.]]></description>
            <content:encoded><![CDATA[The F-35 Joint Strike Fighter program closes out 2025 not with solutions, but with the official certification of a management crisis that has long moved beyond technical issues and has now become a systemic risk. The latest report by the Department of Defense Inspector General (DODIG-2026-039), published on December 19, serves as the “forensic evidence” of the warnings we raised last September regarding the program’s lack of predictability and chronic cost overruns.

While the GAO report released in September focused on production bottlenecks and the troubled development of TR-3, this new OIG audit dissects sustainment and exposes an alarming disconnect between public spending and actual operational capability.




WAIVING REQUIREMENTS AS STANDARD PRACTICE

One of the most critical points highlighted in our September analysis was the emergence of a “ghost fleet”: airframes delivered but not combat-capable. The December 19 report elevates this concern to the contractual level.

The Inspector General (DoD OIG) reveals that the Joint Program Office (JPO) deliberately omitted Full Mission Capability (FMC) and Aircraft Availability (AVA) metrics from the June 2024 sustainment contracts. Instead of penalizing Lockheed Martin for poor operational performance, the JPO chose to dilute contractual requirements. This is not merely an administrative failure; it is a technical capitulation. While the GAO criticized distorted incentives, the OIG confirms that the Department of Defense (now effectively functioning as a Department of War) has disbursed USD 1.7 billion for a service that fails to meet the minimum availability standards required by the Armed Forces.


OPERATIONAL CAPABILITIES UNDER STRAIN

From an operational capability standpoint, the gap between the F-35 and the fourth-generation systems it is meant to replace (F-16, F/A-18, AV-8) is becoming increasingly paradoxical:

 * Information dominance vs. physical availability: The F-35 delivers situational awareness unmatched by any previous platform thanks to data fusion. Yet the December report confirms that this complexity is also its Achilles’ heel. Availability rates are so erratic that technological superiority is effectively neutralized by logistical uncertainty.
 * Mortgaged life cycle: The USD 38 billion increase in life-cycle costs driven by premature wear of the F135 engine is not a theoretical projection but an operational reality. The OIG directly links this increase to the inability to manage spare parts and inventory data.


THE “BLACKOUT” OF TECHNICAL AND LOGISTICAL DATA

Senior military leadership understands that a weapons system is only as effective as its supply chain. This is where the most profound difference emerges between the September analysis and the new report:

 * In September, the focus was on 4,000 missing parts at the final assembly stage.
 * In December, the OIG reveals that the government lacks visibility over inventory it has already paid for. Lockheed Martin has failed to integrate these data into the Government-Furnished Property Module.

This opacity creates a critical operational unknown: the Pentagon cannot independently verify which spare parts it owns or where they are located. This places the planned transfer of sustainment responsibilities to the Air Force and Navy in 2027 under an extreme risk of logistical paralysis.




LIMITATIONS, RISKS, AND UNKNOWNS

The OIG report makes clear that the use of Undefinitized Contract Actions (UCAs)—contracts in which price and terms are agreed months after work has already begun—has become the operational norm. This generates systemic risks across several dimensions:

 * Flight safety: insufficient oversight by Contracting Officer’s Representatives (CORs) at operational bases increases the likelihood that critical quality deficiencies will go undetected.
 * Block 4 degradation: delays to TR-3, combined with a lack of maintenance incentives, suggest that the current fleet could remain stuck in a degraded “interim” configuration for much of this decade.
 * Contractor dependency: without access to technical and inventory data, U.S. Armed Forces lose logistical sovereignty, becoming effectively captive to the original contractor (Lockheed Martin) for any sustained deployment.




CAN AIR SUPERIORITY EXIST UNDER LOGISTICAL SERVITUDE?

The GAO’s September warning about a collapse in predictability may have arrived too late. The December report confirms that the collapse has already occurred and that the Department of Defense is now operating under a state of contractual exception. This maneuver appears designed to mask strategic weakness while maintaining—at any cost—the pace of replacing fourth-generation platforms. It amounts to doubling down: accepting as many incomplete airframes as possible in the hope that structural failures will be resolved later.

Under these conditions, the question is no longer when the F-35 program will stabilize. The real uncertainty is when customers—particularly European partners—will receive airframes meeting the definitive Block 4 standard, and whether they will ever gain genuine logistical control over the system. Without a deep reform that restores accountability, recovers inventory visibility, and reasserts government authority over contracts, the F-35 risks becoming a monument to inefficiency.

The outcome would be as paradoxical as it is dangerous: NATO’s most advanced fighter, designed to dominate 21st-century airspace, could find itself unable to translate technological weight into combat power—its airframes left idle, gathering dust at rear bases.]]></content:encoded>
            <enclosure length="155709" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68ce01cca0ea712e1fbf0ded/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[Pakistan International Airlines goes private after USD 482m bid]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/asia-pacific/pakistan-international-airlines-goes-private-after-usd-482m-bid_a694acc707a89b44e005cb127</link>
            <guid>694acc707a89b44e005cb127</guid>
            <pubDate>Tue, 23 Dec 2025 17:02:27 GMT</pubDate>
            <description><![CDATA[Following years of financial strain, Pakistan has finalized the majority sale of its national carrier to the Arif Habib Group.]]></description>
            <content:encoded><![CDATA[The Arif Habib consortium acquired a 75% stake in Pakistan International Airlines (PIA) for PKR 135 billion following a public auction in Islamabad. The final bid exceeded the PKR 100 billion reference price set by the government of Pakistan, as reported by Pakistan Today. The winning group, comprising Arif Habib Corporation Limited, Fatima Fertiliser, City Schools, and Lake City Holdings, outbid the Lucky Cement consortium, which submitted a final offer of PKR 134 billion.

The bidding process began with a floor price of PKR 115.25 billion, established by the Arif Habib group’s initial proposal. During the session, Air Blue was eliminated after offering PKR 26.5 billion, failing to meet the Cabinet Committee on Privatization (CCOP) minimum requirements. Under the terms of the agreement, the winning consortium holds an option to purchase the remaining 25% of the state carrier within 90 days.

The transaction requires the buyer to deposit two-thirds of the total amount within 90 days, with the final third due in one year. Labor clauses prohibit staff layoffs for the first year and protect the pensions and benefits of the current 6,500 employees.



Muhammad Ali confirmed to Pakistan Today that "bidders can add a maximum of two more entities to their consortium after winning the bid," allowing for potential partnerships with international airlines or local groups such as the Fauji Foundation.

The asset transfer excludes real estate and non-core holdings, enabling the new management to focus strictly on flight operations. PIA maintains air service agreements with 97 countries and landing rights in over 170 locations. The airline's remaining debt of PKR 26 billion will be settled over five years, while the majority of its legacy liabilities, totaling PKR 825 billion, were previously transferred to a state-owned holding company.

Despite historical financial challenges, including negative operating cash flows between 2017 and 2022, the privatization aims to leverage PIA's foreign currency revenue potential. The airline reported annual finance costs of PKR 60.2 billion in 2024. The government previously renegotiated interest rates with commercial lenders, a move contingent on completing this privatization before 2027.

Over the past year, PIA has begun rebuilding its network to Europe after EASA removed the country from its blacklist in 2020 following a scandal involving fake pilot licences. PIA currently flies from Islamabad to Paris-CDG and Manchester twice a week. The medium- and long-haul network is complemented by Toronto, Kuala Lumpur and Beijing. In the Middle East, its network reaches 14 destinations and, domestically, it operates in 13 cities. The company hopes to return to the United States with flights to Chicago and New York.

Translated with DeepL.com (free version)




PIA fleet consists of 17 Airbus A320s (average age 16.5 years), 9 Boeing 777-300ERs (18 years old), 6 B777-200ERs (20.8 years old), 2 B777-200LRs (19.8 years old) and 3 ATR 42-500s (19.1 years old).]]></content:encoded>
            <enclosure length="105915" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdfd79a0ea712e1fb191a9/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[Spain signs agreement to purchase 18 C295 aircraft, strengthening Airbus' industrial presence in the country]]></title>
            <link>https://www.aviacionline.com/english/defence/europe/spain-signs-agreement-to-purchase-18-c295-aircraft--strengthening-airbus--industrial-presence-in-the-country_a694ab0077a89b44e005a4b34</link>
            <guid>694ab0077a89b44e005a4b34</guid>
            <pubDate>Tue, 23 Dec 2025 15:06:30 GMT</pubDate>
            <description><![CDATA[Spain is using the replacement of the CN235 and C212 as leverage to strengthen its aerospace industrial base and ensure critical capabilities in the long term.]]></description>
            <content:encoded><![CDATA[The signing of the contract between Spain’s Ministry of Defence and Airbus Defence and Space for the acquisition of 18 new C295 tactical transport aircraft marks a turning point in the structural evolution of the Spanish Air and Space Force. More than a simple replacement purchase, the agreement formalises a strategy aimed at fleet harmonisation, logistical rationalisation and doctrinal renewal in the light tactical airlift and operational training segment.

With this order, Spain increases its total C295 fleet to 46 aircraft across different configurations—transport, maritime surveillance, maritime patrol, and now training and parachute drop missions—consolidating the type as the backbone of the country’s light tactical airlift capability for at least the next two decades.


SCOPE OF THE CONTRACT AND INDUCTION SCHEME

The agreement covers the acquisition of 18 C295 aircraft in transport configuration, divided into two clearly differentiated batches:

 * First batch (12 aircraft): allocated to the Military Air Transport School (EMTA) at Matacán Air Base, where they will replace the CN235 aircraft currently in service. These units will perform training, personnel transport, paratroop and cargo missions.
 * Second batch (6 aircraft): assigned to the Military Parachuting School (EMP) at Alcantarilla, focused on manual and automatic parachute and cargo drops, replacing the ageing C212 Aviocar fleet.

Deliveries of the first batch are scheduled between 2026 and 2028, while the second group will enter service between 2030 and 2032, enabling a phased transition without operational disruption.

The contract also includes a comprehensive training and support package, featuring flight simulators, computer-based training systems, instructional management software, and a logistics and maintenance support framework extending through December 2032.


WHAT IMPROVEMENTS DOES THE C295 BRING OVER THE CN235 AND C212?

In its transport configuration, the C295 offers capabilities that are significantly superior to those of the aircraft it replaces:

 * Payload capacity: up to 70 troops or 50 paratroopers, with greater usable volume and internal flexibility.
 * True STOL performance: take-off and landing from short, unprepared runways, with safety margins superior to the CN235 and far exceeding those of the C212.
 * Increased endurance and persistence: well suited for extended training missions, tactical navigation and light airlift.
 * State-of-the-art digital avionics: featuring an open architecture, advanced navigation, secure military communications and provision for data links and SATCOM.
 * Self-protection readiness: designed to accommodate both active and passive defensive systems, in line with contemporary standards, even for advanced training platforms.



From a doctrinal perspective, the C295 enables crews to train in an environment much closer to that of modern tactical aircraft, significantly narrowing the gap between basic training and real-world operational employment.

Furthermore, commonality with the C295s already operated by Spain in transport, SAR/MSA and MPA roles drastically reduces training, maintenance and spare parts management costs—an efficiency that was unattainable with the previously fragmented C212 and CN235 fleet.




SPAIN, FERTILE GROUND FOR AIRBUS TO PUT DOWN DEEP ROOTS

The assembly of the aircraft in Seville and the involvement of Spanish companies such as Indra, CESA, Aernnova, Aciturri and Alestis reinforce the programme’s immediate industrial dimension. However, the true significance of the decision extends well beyond its short-term impact on the supply chain. The signing of the 18-aircraft C295 contract is part of a sustained Spanish state strategy aimed at anchoring Airbus’s production, technological and design capabilities on national soil, using major acquisition programmes as an industrial lever.

When viewed alongside other recent decisions—most notably Spain’s massive helicopter procurement from Airbus Helicopters, with production, customisation, training and technological development centred in Albacete—the pattern becomes clear. Spain is not merely acquiring proven platforms; it is purchasing workload, retaining critical know-how and consolidating long-term industrial hubs, both in fixed-wing and rotary-wing aviation.



Within this framework, the C295 fulfils a dual role. Operationally, it consolidates a common, mature platform fully integrated into the Spanish Air and Space Force ecosystem, optimising training, sustainment and doctrine. Industrially, it guarantees volume, continuity and predictability for the Seville assembly line, strengthening its position within the broader European structure of Airbus Defence and Space.

This is therefore not a simple fleet replacement decision. Spain is making an explicit bet on becoming a reference European aerospace hub, capable not only of operating advanced systems, but also of producing, sustaining and evolving them from within its own territory. In this context, programmes such as the C295—alongside the NH90, the H145M and the future H175M—function as industrial pillars as much as military tools.

The acquisition of the new C295s may not come as a surprise, but it carries deep structural implications. It reinforces the operational coherence of the Spanish Air and Space Force while consolidating an industrial policy focused on technological sovereignty, highly qualified employment and the long-term retention of critical capabilities. In that balance between military necessity and strategic interest, the C295 once again proves why it is a reference platform—and why Spain has decided that its future will be built, to a large extent, on home soil.]]></content:encoded>
            <enclosure length="164165" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/694aadab7a89b44e005a1423/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Congonhas goes global: São Paulo’s downtown airport to cross borders]]></title>
            <link>https://www.aviacionline.com/english/airports/latin-american-caribbean-airports/congonhas-goes-global--sao-paulo-s-downtown-airport-to-cross-borders_a694aab547a89b44e0059dc3b</link>
            <guid>694aab547a89b44e0059dc3b</guid>
            <pubDate>Tue, 23 Dec 2025 14:42:59 GMT</pubDate>
            <description><![CDATA[Brazil’s SAC approved Aena’s request to internationalize Congonhas Airport, targeting South American routes starting in 2028.]]></description>
            <content:encoded><![CDATA[Brazil's National Secretariat of Civil Aviation (SAC) issued a favorable opinion for Congonhas Airport (CGH) in São Paulo to resume regular international operations.

The decision follows a request by the concessionaire Aena Brasil and aligns with the National Civil Aviation Policy (PNAC) and the National Aviation Plan (PAN), as reported by our partner media Aeroin.

The technical proposal validated by SAC involves the operation of short- and medium-haul international routes within South America. This initiative is part of an expansion and modernization project for the São Paulo terminal, involving an investment exceeding R$ 2 billion (~USD 360 million).



Construction is underway, with a new passenger terminal scheduled for delivery by June 2028. The project will increase the number of boarding bridges from 12 to 19.

Infrastructure upgrades include a new aircraft parking apron, new hangars for airlines, and the establishment of facilities for migration, customs, health, and agricultural control agencies.

"The internationalization of Congonhas is an important step within the modernization project of the São Paulo capital airport," stated Kleber Meira, Executive Director of Congonhas Airport. Meira added that the objective is to establish an efficient central hub in the southern hemisphere's main metropolis to boost regional integration.

A few years ago, there was talk of the possibility of establishing flights between Congonhas and Jorge Newbery Airport in Buenos Aires, which, due to its location close to the city centre, would create a unique corporate corridor between the two largest South American cities.

The latter airport has rapidly expanded its international operations in recent years, now flying to 16 destinations in South America, with Bogotá being the furthest.

Following the SAC approval, the administrative process moves to evaluation stages with other relevant authorities. The concessionaire's schedule estimates that regular international operations will begin in 2028, coinciding with the opening of the new facilities, focusing on operational safety and service optimization at São Paulo's central airfield.

Congonhas Airport was the first to serve São Paulo on a large scale in the 1930s, operating domestic and international flights until 1985, when most flights were transferred to the new Guarulhos Airport, leaving only a few regional flights and those connecting to Rio de Janeiro.

In 1990, domestic flights to other Brazilian cities were allowed to return, until 2007, when, following the accident involving TAM flight 3054, exclusivity was established for routes of up to 1,500 km in a straight line, which was finally lifted in 2015.

Congonhas Airport handled 23.1 million passengers in 2024, maintaining its position as the second busiest airport in Brazil after Guarulhos (43 million)]]></content:encoded>
            <enclosure length="243923" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdfd9ba0ea712e1fb27135/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[Direct flights between Spain and South Africa return in 2026]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/europe/spain/direct-flights-between-spain-and-south-africa-return-in-2026_a694aa2437a89b44e0058fe1c</link>
            <guid>694aa2437a89b44e0058fe1c</guid>
            <pubDate>Tue, 23 Dec 2025 14:05:19 GMT</pubDate>
            <description><![CDATA[Air Europa will operate three weekly frequencies between Madrid and Johannesburg starting June 24, 2026, utilizing Boeing 787 Dreamliner aircraft.]]></description>
            <content:encoded><![CDATA[Air Europa launches direct flights between Madrid (MAD) and Johannesburg (JNB) on June 24, 2026. The airline operates three weekly frequencies on Mondays, Wednesdays, and Fridays using Boeing 787 Dreamliner aircraft. 

This move restores the direct connection between Spain and South Africa, which has been non-existent since Iberia suspended its services in 2019.

The programación sets departures from the Madrid-Barajas hub at 15:05. Return flights from O.R. Tambo International Airport will operate overnight to facilitate connections in the Spanish capital. The acquisition of these traffic rights occurred in October 2025, when the General Directorate of Civil Aviation (DGAC) assigned the company three of the nine available frequencies for this route.

"The connection with Johannesburg opens multiple possibilities for European users, as this city constitutes the main air node of the continent," said the airline in a press release. 

This long-haul expansion coincides with the opening of other routes in the same period. Air Europa adds flights to Geneva (GVA) starting June 19 and a seasonal service to Tangier (TNG) from June 17. The company also plans to resume operations to Marrakech and Tunis during the 2026 summer season.]]></content:encoded>
            <enclosure length="553829" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdfd6aa0ea712e1fb130b7/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[TAP Air Portugal to resume Lisbon-Tel Aviv flights]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/middle-east/tap-air-portugal-to-resume-lisbon-tel-aviv-flights_a694a9edf7a89b44e0058ae35</link>
            <guid>694a9edf7a89b44e0058ae35</guid>
            <pubDate>Tue, 23 Dec 2025 13:50:20 GMT</pubDate>
            <description><![CDATA[Following the 2023 suspension, TAP Air Portugal confirmed its return to Israel with a five-frequency weekly schedule from its Lisbon hub.]]></description>
            <content:encoded><![CDATA[TAP Air Portugal will resume scheduled operations between Lisbon (LIS) and Tel Aviv (TLV) starting March 29, 2026. The Portuguese carrier scheduled five weekly frequencies to connect both destinations, following the suspension of service in October 2023 due to security conditions in the region.

The confirmed schedule sets departures from Humberto Delgado Airport (LIS) on Mondays, Thursdays, Fridays, Saturdays, and Sundays at 20:45, landing at Ben Gurion International Airport (TLV) at 04:05 the following day. In the opposite direction, flights will depart Israel on Mondays, Tuesdays, Fridays, Saturdays, and Sundays at 05:05, arriving in the Portuguese capital at 09:10.

Operations will be conducted with Airbus A320neo aircraft, which have a capacity for 168 passengers. With this return, the airline will compete in the direct connection market with existing services from Arkia and EL AL, according to data obtained through the company's reservation systems.

This decision places TAP Air Portugal alongside other European operators such as easyJet, ITA Airways, and Norwegian, which also confirmed the restoration of their routes to Tel Aviv. The Lisbon hub will once again serve as a bridge for passenger traffic between the Eastern Mediterranean and the airline's network of destinations in the Americas and Europe.]]></content:encoded>
            <enclosure length="81166" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdffd0a0ea712e1fb90038/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[First flight of the Su-57 with the izdeliye 177 engine, the “missing link” between the AL-41F1 and the Izdeliye 30]]></title>
            <link>https://www.aviacionline.com/english/defence/first-flight-of-the-su-57-with-the-izdeliye-177-engine--the--missing-link--between-the-al-41f1-and-the-izdeliye-30_a694a01337a89b44e004f87ae</link>
            <guid>694a01337a89b44e004f87ae</guid>
            <pubDate>Tue, 23 Dec 2025 02:40:12 GMT</pubDate>
            <description><![CDATA[The maiden flight of the izdeliye 177 confirms Russia’s progress toward a high‑power intermediate solution for the Su-57, with a direct impact on exports, re‑engining, and future programs such as the Su-75.]]></description>
            <content:encoded><![CDATA[The first flight of a Su-57 equipped with the new “izdeliye 177” engine marks a relevant milestone within the long and complex maturation process of Russia’s stealth fighter program. Announced by Rostec and carried out through cooperation between United Aircraft Corporation (UAC) and United Engine Corporation (UEC), the event represents the formal start of flight testing for a new fifth-generation powerplant—still far from validating a fully operational or serial-production-ready engine.




BEYOND THE AL-41F1, BUT BEFORE THE IZDELIYE 30

Few would dispute that Russian engine nomenclature can be confusing. However, this flight makes it possible to draw a clear three-stage evolutionary path for the Felon:

 * Stage 1: the present (Izdeliye 117 / AL-41F1) This is the engine with which the Su-57 entered service. While it shares its DNA with the AL-41F1S of the Su-35S, the 117 incorporates a more advanced FADEC control system. Delivering between 14,500 and 15,000 kgf of thrust, it has proven sufficient to meet baseline requirements, but remains limited when it comes to fully exploiting the aircraft’s supercruise potential and combat persistence.
 * Stage 1.5: the new development (Izdeliye 177) This is the engine that flew yesterday. It represents a step up to roughly 16,000 kgf of thrust. It is a deeply refined evolution of the AL-41F1 architecture, improving the thrust-to-weight ratio. While its 177S variant—shown at airshows such as Aero India—is marketed at 14,500 kgf as a drop-in replacement for the AL-31FP powering the Su-30MKI, the “clean” 177 version is the high-power standard optimized for near-term Su-57 production batches and its export variant, the Su-57E.
 * Stage 2: the objective (Izdeliye 30 / AL-51F1) The definitive fifth-generation engine. It is intended to deliver up to 19,000 kgf of thrust and to feature new flat, two-dimensional nozzles designed to drastically reduce rear-aspect radar and infrared signatures. This engine continues along its own pre-series testing timeline.




POTENTIAL OPERATIONAL AND COMMERCIAL IMPACT

The integration of the izdeliye 177 should not be read merely as an incremental performance upgrade for the Su-57. Its systemic impact on several key Russian combat aviation programs—both operationally and commercially—should not be underestimated.

First, the new engine strengthens the viability of the “Super Sukhoi” program offered to India as the core of the Su-30MKI mid-life upgrade. The 177S variant, conceived as a direct replacement for the AL-31FP without major structural modifications, would allow New Delhi to access a significant increase in thrust, efficiency, and service life, while partially unifying logistics with the Su-57 ecosystem. By demonstrating that the engine’s technological core is already flying on a fifth-generation platform, Moscow seeks to rebuild industrial credibility after years of delays that eroded Indian confidence and ultimately led to its withdrawal from the FGFA program.



Within that same framework, the izdeliye 177 becomes a central element of Russia’s effort to reopen the Indian market to the Su-57E. Beyond the airframe itself, propulsion has always been one of the Felon’s most questioned aspects. Having a more powerful, more efficient engine—one that also has the potential to power the Su-30MKI—is essential to positioning the Su-57 as a viable alternative to Western options or indigenous developments such as the AMCA.

The potential impact also extends to other Su-30 family operators, including Algeria, Vietnam, Malaysia, and others with large fleets and service horizons stretching well into the 2030s. For these countries, a re-engining solution based on the 177S offers an intermediate path between deep modernization and the acquisition of an entirely new fighter, improving kinematic performance while reducing operating costs without altering the aircraft’s basic architecture.

Finally, the izdeliye 177 is a key enabler for the future commercial prospects of the Su-75 Checkmate. Designed from the outset to share critical components with the Su-57, Russia’s single-engine fighter depends on the availability of a compact, powerful, and reliable powerplant to sustain its cost and performance claims. Without an engine of this class validated in flight, the Su-75 would remain little more than a concept. With the 177—at least from a propulsion standpoint—the project gains a more tangible foundation, though it is still far from translating into firm contracts.



In short, the Su-57’s flight with the izdeliye 177 does not, by itself, alter the global technological balance. It does, however, introduce a new variable into Russia’s strategic equation: an engine that, if successfully consolidated, could serve as a bridge between legacy fourth-generation fleets, the Su-57, and future programs—reshaping both export offerings and Moscow’s industrial narrative in an increasingly restrictive competitive environment.]]></content:encoded>
            <enclosure length="89771" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/6949feec7a89b44e004f6435/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Flights to Argentina: Israel might offer $5.4 million incentive to airlines]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/latin-america-and-caribbean/flights-to-argentina--israel-might-offer--5-4-million-incentive-to-airlines_a6949ad987a89b44e00490254</link>
            <guid>6949ad987a89b44e00490254</guid>
            <pubDate>Mon, 22 Dec 2025 20:39:04 GMT</pubDate>
            <description><![CDATA[Surplus war funds will be redirected to subsidize the direct connection with Buenos Aires, challenging the operational complexities of ultra-long-haul travel.]]></description>
            <content:encoded><![CDATA[The Israeli Ministry of Finance is set to present an official proposal this Monday to allocate 20 million shekels (approximately $5.4 million) to incentivize the operation of direct flights between Ben Gurion International Airport and Buenos Aires.

The initiative, outlined in a government decision draft, seeks to secure regular air connectivity between the two nations for the 2026-2028 period. The funds will be sourced from budget surpluses in state guarantees originally allocated to the aviation sector during the "Iron Swords" conflict.

The financial incentive aims to mitigate the commercial risk of an ultra-long-haul route—exceeding 12,000 kilometers—that currently lacks operators. As reported by Israel Hayom, the official document underscores the need to strengthen diplomatic ties following the alignment of Javier Milei's administration with Israel, in addition to serving the Jewish community in Argentina.

Operational viability and competition

The proposal posits that the route would function as a direct bridge, eliminating current mandatory stops in Europe, the United States, or Brazil, significantly reducing travel times. The Israeli government projects that Argentina could consolidate its position as a Hub for Israeli passenger traffic to the rest of South America.

The Ministry of Finance noted that "resources will be used for an incentive mechanism" directed at any airline capable of sustaining the technical and commercial operation of the link. To date, carriers such as El Al have operated ad-hoc repatriation or cargo flights but do not maintain regular passenger service to this destination due to operational complexity and fuel costs associated with the distance and airspace restrictions.

The closest precedent is the flights El Al operated between Tel Aviv and Sao Paulo/Guarulhos between 2009 and 2011.

During the debate sparked by this potential subsidy for Tel Aviv-Buenos Aires flights over the year, voices from the Israeli Ministry of Transport opposed the measure, stating that it would require El Al to allocate aircraft currently serving profitable routes to the United States. This would force a reduction in capacity on those routes and translate into an increase in airfares.

Its network in that country currently covers Boston (3 weekly flights), New York-Newark (11), Fort Lauderdale (1), New York-JFK (16), Los Angeles (6), and Miami (5).]]></content:encoded>
            <enclosure length="61670" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/6949aa3c7a89b44e0048ac45/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[LEVEL expands South American network with new Lima flights]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/peru/level-expands-south-american-network-with-new-lima-flights_a69493db77a89b44e003e3979</link>
            <guid>69493db77a89b44e003e3979</guid>
            <pubDate>Mon, 22 Dec 2025 12:39:07 GMT</pubDate>
            <description><![CDATA[Starting at 319 euros, LEVEL expands its South American presence with a direct link between Barcelona and Lima.]]></description>
            <content:encoded><![CDATA[LEVEL will launch non-stop service between Barcelona (BCN) and Lima (LIM) on June 3, 2026, acting as the sole direct operator on this city pair. The airline opened ticket sales for the route, which will feature three weekly frequencies on Wednesdays, Fridays, and Sundays using Airbus A330-200 aircraft. This operation strengthens the carrier's hub at Josep Tarradellas Barcelona-El Prat Airport, filling a strategic gap in connectivity between Catalonia and Peru.

The group’s partnership network enables passengers in Lima to connect to 17 domestic destinations via Iberia. Conversely, travelers arriving from Peru will have access to 75 cities across Europe and Africa through Vueling’s network at the Barcelona hub. This integrated schedule targets tourism, business, and VFR (Visiting Friends and Relatives) traffic by optimizing connection times at both ends of the transatlantic corridor.

The fleet assigned to the route features 311 seats in a two-class configuration: Premium Economy and Economy. Onboard services include individual entertainment systems with over 400 titles and free Wi-Fi for messaging. Launch fares were set at 319 euros per leg, positioning IAG’s long-haul brand as a competitive alternative to connecting flights via Madrid or Bogotá.

The new route to Lima is a further step in the goal of consolidating as the reference long-haul airline in Barcelona, explained Lucía Adrover, Chief Commercial & Network Officer at LEVEL. Adrover signaled that the connection is "a bridge that opens opportunities for economic and tourist revitalization" and confirmed her conviction that the service "will boost mutual growth" for both regions.

With this launch, LEVEL adds to its transatlantic portfolio, which already includes Buenos Aires (EZE), Santiago (SCL), New York (JFK), Miami (MIA), and San Francisco (SFO). ]]></content:encoded>
            <enclosure length="353994" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdfdd2a0ea712e1fb31e2a/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[ICAO SAM mission concludes strategic visit to Suriname]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/latin-america-and-caribbean/icao-sam-mission-concludes-strategic-visit-to-suriname_a69473b5a7a89b44e000c83dc</link>
            <guid>69473b5a7a89b44e000c83dc</guid>
            <pubDate>Sun, 21 Dec 2025 00:15:20 GMT</pubDate>
            <description><![CDATA[Regional Director Fabio Rabbani met with President Jennifer Simons to discuss governance and oversight capacity for Suriname’s civil aviation sector.]]></description>
            <content:encoded><![CDATA[The ICAO (International Civil Aviation Organization) concluded a technical mission to Suriname, engaging with national leadership to support the enhancement of aviation safety and the sector's institutional framework. The SAM (South American Regional Office) team held high-level meetings to define strategies for the sustainable growth of civil aviation in the country.

According to the ICAO South American Regional Office, Regional Director Fabio Rabbani met with the President of Suriname, Jennifer Simons, and the Minister of Transport, Communication, and Tourism, Raymond Harold Landveld. Discussions focused on advancing legislation, governance, and oversight capacity.


INSTITUTIONAL CAPACITY AND SAFETY

The technical exchange addressed the strategic importance of aviation for connectivity and economic development. Key topics included the implementation of sustainable financing mechanisms to support aviation institutions and the need for continuous reinvestment in technical capacity.

Rabbani highlighted that these efforts are vital to ensure long-term safety and sustainability. The ICAO SAM office expressed its appreciation for the commitment shown by Surinamese authorities and remains dedicated to supporting the state's progress in resolving oversight deficiencies.]]></content:encoded>
            <enclosure length="121124" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/69473b4c7a89b44e000c80d2/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Gambito de Dama: con la fusión Viva‑Volaris, México canjea monopolio doméstico por competitividad en Estados Unidos]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/mexico/gambito-de-dama--con-la-fusion-viva-volaris--mexico-canjea-monopolio-domestico-por-competitividad-en-estados-unidos_a694578bf7a89b44e00c8cb5b</link>
            <guid>694578bf7a89b44e00c8cb5b</guid>
            <pubDate>Sat, 20 Dec 2025 16:11:19 GMT</pubDate>
            <description><![CDATA[La unión Volaris–Viva redefine el tablero. México sacrifica competencia interna para crear un gigante que desafíe la hegemonía de EE. UU. en el mercado transfronterizo. Es una jugada en la que Mexicana queda relegada a la irrelevancia ante la escala industrial del nuevo holding.]]></description>
            <content:encoded><![CDATA[Diciembre de 2025 marcará un punto de inflexión definitivo para la industria aérea en México. El anuncio de una fusión de iguales entre Volaris y Viva no es simplemente un movimiento corporativo; es una reconfiguración tectónica del mercado. Bajo la estructura de un nuevo holding —tentativamente identificado como Mexican Airline Group (MAG)— las dos mayores operadoras de ultra bajo costo (ULCC) del país unifican fuerzas. 

El plan mantiene la independencia de sus marcas y certificados de operador (AOC), pero el mensaje de fondo es claro: México elige consolidarse para sobrevivir en el escenario norteamericano, aunque el costo sea el sacrificio de la competencia doméstica y la viabilidad de la aerolínea estatal. 


 


DEL CAOS A LA CONSOLIDACIÓN: RESILIENCIA OPERATIVA EN TIEMPOS VIOLENTOS

La historia de la aviación comercial mexicana se presenta como un ciclo de inestabilidad. Tras la quiebra de la Mexicana de Aviación original en 2010 y el colapso de Interjet en 2020, el mercado se dividió entre la legacy histórica Aeroméxico y el binomio Low Cost Volaris-Viva Aerobus. A finales de 2025, el equilibrio se rompe por fallas críticas en la cadena de suministro, específicamente los problemas con los motores Pratt & Whitney GTF (Geared Turbofan), que obligan a inspecciones masivas y dejan aviones en tierra. A esto se suma la presión política del relanzamiento de una Mexicana de Aviación estatal bajo control militar, que tensiona los recursos públicos sin ofrecer una alternativa comercial sólida.

El anuncio de la fusión marca el fin de la fase de crecimiento fragmentado. El nuevo grupo, con una flota que roza los 250 aviones, obtiene un activo imprescindible: resiliencia operativa. La entidad combinada gana un apalancamiento ante los fabricantes (OEM) que ninguna de las dos empresas posee por separado. 

La gestión conjunta de esa flota permite que el grupo maneje la crisis de los motores con mayor flexibilidad y espalda operativa: una aerolínea con el 20% de su flota en tierra enfrenta una crisis de flujo de caja; un grupo de esta escala rotará equipos, cubrirá huecos y negociará compensaciones desde una posición de fuerza.
 


EL ATAQUE A LOS HUBS DE EE. UU.

Con la consolidación doméstica asegurada, el plan estratégico de Mexican Airline Group para 2026 se centrará en la expansión agresiva hacia Estados Unidos, con miras directas a los centros de conexión de United y American Airlines. Al escuchar a Enrique Beltranena, no quedan dudas: el gran objetivo de la fusión no está en el mercado mexicano. 

“El mercado transfronterizo entre México y EE. UU. representa una oportunidad de negocio importante en términos de pasajeros, que suman aproximadamente 40 millones al año. Alrededor de 39 millones de personas de herencia mexicana residen en los Estados Unidos, y los operadores mexicanos hoy en día solo transportan aproximadamente el 30% de estos viajes”, dijo Beltranena. 

La estrategia no será solo aumentar frecuencias, sino saturar los mercados de California y Texas utilizando su ventaja en costos. El objetivo principal será el segmento VFR (Visiting Friends and Relatives), pero con un enfoque en ciudades secundarias que alimentan los hubs estadounidenses, obligando a las aerolíneas de red de EE. UU. a defender sus márgenes en rutas que hoy consideran seguras.

En California, el grupo identifica a Sacramento (SMF), San José (SJC) y Fresno (FAT) como puntos críticos para conectar con Guadalajara y El Bajío. Al operar el A321neo con una configuración de alta densidad, MAG ofrecerá tarifas que United Airlines no podrá igualar desde su hub en San Francisco sin incurrir en pérdidas. En Texas, la ofensiva se dirigirá hacia Austin (AUS) y San Antonio (SAT) para capturar el tráfico que American Airlines suele canalizar a través de Dallas-Fort Worth (DFW). La capacidad del grupo para coordinar horarios entre Volaris y Viva Aerobus permitirá crear un "puente aéreo" de bajo costo que las aerolíneas estadounidenses no podrán neutralizar.

La consolidación de MAG introduce una variable crítica en los acuerdos internacionales, específicamente en la alianza estratégica entre Viva Aerobus y la estadounidense Allegiant Air. Hasta ahora, este Joint Venture buscó conectar destinos secundarios en ambos países bajo un modelo de ultra bajo costo. Con la fusión, el acuerdo con Allegiant queda bajo la lupa del Departamento de Transporte de EE. UU. (DOT), ya que Volaris —el socio mayoritario de la nueva entidad— compite directamente en muchas de esas rutas.

El futuro de esta alianza dependerá de la capacidad de MAG para convencer a los reguladores de que el bloque mexicano no ejercerá un poder de mercado excesivo. Si el acuerdo con Allegiant prosperara, el nuevo grupo obtendrá una capilaridad sin precedentes en ciudades de EE. UU. donde Volaris hoy no tiene presencia. 

Sin embargo, existe el riesgo de que el DOT imponga condiciones severas o incluso ponga a dormir para siempre la solicitud de inmunidad antimonopolio, siguiendo la línea dura que mostró con la alianza Delta-Aeroméxico. La integración de la red de Allegiant con el poder combinado de Volaris y Viva creará un ecosistema de bajo costo que las aerolíneas de red estadounidenses difícilmente podrán contener.
 


RÉQUIEM POR MEXICANA

La consolidación altera el tablero interno y deja un mercado con dos únicos protagonistas reales y una periferia irrelevante. El nuevo holding controla aproximadamente el 73% del mercado doméstico, lo que elimina el incentivo para una guerra de precios interna. Por otro lado, Aeroméxico se retira hacia un nicho premium, centrándose en su fortaleza en el AICM y su flota de largo alcance. Esta polarización deja a Mexicana de Aviación sin espacio para maniobrar, si es que alguna vez lo tuvo. 

Mexicana opera desde el AIFA e intenta servir regiones desatendidas, pero la realidad financiera resulta implacable. En el primer semestre de 2025, la estatal transportó apenas 180,000 pasajeros, una cifra que el grupo fusionado mueve cada 48 horas. Con una pérdida neta de casi cuarenta millones de dólares reportada en el tercer trimestre, Mexicana queda relegada a ser una aerolínea social, subsidiada para volar rutas que los gigantes privados rechacen por falta de rentabilidad. 

La optimización de red del grupo permitirá eliminar redundancias en rutas troncales, lo que terminará por asfixiar a cualquier competidor pequeño. Además, si quisiera, el grupo tendrá el margen suficiente para invadir mercados secundarios con precios imposibles de igualar, quebrando la columna del único segmento en que Mexicana podría concentrarse. 

Para entender por qué Mexicana de Aviación nace con una sentencia de muerte comercial, debemos analizar el CASK (Cost per Available Seat Kilometer), la métrica que define cuánto cuesta mover un asiento un kilómetro. La eficiencia en este negocio es una función de la densidad y el consumo de combustible. El grupo Viva-Volaris utiliza el Airbus A321neo como su principal herramienta de combate, configurado con hasta 240 asientos. Este avión permite diluir los costos fijos —sueldos de tripulación, servicios de navegación y mantenimiento— entre un número masivo de pasajeros.

En el otro extremo, Mexicana apuesta por el Embraer E195-E2. Aunque es un avión tecnológicamente avanzado y eficiente en su categoría regional, solo transporta 132 pasajeros. El análisis técnico indica que el costo unitario por asiento de un E2 es aproximadamente un 35% o 40% superior al de un A321neo. 

Para que Mexicana logre el punto de equilibrio en una ruta donde Volaris cobra 100 dólares, la estatal necesitará cobrar al menos 140 dólares. Como Mexicana es el nuevo jugador con menor reconocimiento de marca, la realidad la obligará a cobrar menos que su competencia, lo que generará una pérdida operativa estructural que solo el erario público podrá financiar.

 


EL DILEMA DE LA CNA: REALPOLITIK AÉREA

El destino de la fusión queda ahora en manos de la Comisión Nacional Antimonopolio (CNA), que enfrentará una contradicción entre su mandato técnico y la realidad política del país. Bajo una óptica estrictamente antimonopolio, una cuota de mercado del 73% justificaría un rechazo inmediato. Sin embargo, el argumento de seguridad nacional y soberanía comercial pesará más. Las aerolíneas sostendrán que el mercado relevante no es el doméstico, sino el norteamericano, donde el grupo sigue siendo un jugador mediano frente a monstruos como Southwest.

Es altamente probable que la CNA condicione la aprobación a la entrega de slots en aeropuertos saturados como el AICM. No obstante, el "Gambito Mexicano" está en marcha. El Estado intentó volar con su propia aerolínea, pero la consolidación privada se enroscó en el mercado. Al final, el gobierno deberá aceptar el sacrificio del peón interno (Mexicana) para intentar dar jaque a la dominancia aérea estadounidense, dejando al consumidor mexicano ante la estabilidad (aun con el riesgo inherente de la cartelización) de un duopolio consolidado en lugar de la volatilidad de una guerra de precios.

Dos grandes actores dominando el mercado, y un proyecto que nació complicado y se desangrará en su irrelevancia mientras oscila entre dos decisiones: perder dinero consistentemente aduciendo un rol de conectividad que no tiene o detener la hemorragia de fondos ahora, y pagar el costo político de cerrarla. Para esta última decisión, hace falta coraje. Para la primera, sólo seguir considerando al erario público equivocadamente como una fuente inagotable e inauditable de recursos.]]></content:encoded>
            <enclosure length="212033" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/6946ca157a89b44e00f9ab99/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Princess at the controls during her first solo flight with the Spanish Air Force]]></title>
            <link>https://www.aviacionline.com/english/defence/europe/princess-at-the-controls-during-her-first-solo-flight-with-the-spanish-air-force_a69456ee97a89b44e00c7b9a3</link>
            <guid>69456ee97a89b44e00c7b9a3</guid>
            <pubDate>Fri, 19 Dec 2025 15:24:43 GMT</pubDate>
            <description><![CDATA[The Princess of Asturias completed her first solo flight in the Pilatus PC-21 at the General Air and Space Academy after four months of intensive training.]]></description>
            <content:encoded><![CDATA[Her Royal Highness the Princess of Asturias, Doña Leonor de Borbón, has successfully completed her first solo flight as part of her military training at the General Air and Space Academy (AGA) in San Javier, Murcia, marking a significant milestone in her current phase of instruction as an ensign in the Spanish Air and Space Force.

The information was officially confirmed by the Royal Household of His Majesty the King, which stated that the so-called “solo” took place on Thursday, December 18, after successfully completing all phases established in the military aviation training syllabus. The flight was conducted aboard a Pilatus PC-21, designated E.27 within the Spanish Air and Space Force, currently the service’s primary basic-advanced training platform for military pilots.

According to the official statement, over four months of theoretical and practical instruction at the AGA, the Princess of Asturias has followed an intensive aeronautical training program that included academic instruction, flight simulator sessions, and multiple instructional sorties in the PC-21. This process enabled her to acquire the technical and operational competencies required to safely conduct a solo flight in accordance with military regulations.



The Royal Household also emphasized that the training itinerary included activities inherent to military aircrew instruction, such as pre-flight preparation, operational briefings, aircraft pre-flight inspections, as well as training with protective equipment—including the anti-G suit—and sea survival exercises, all of which are fundamental elements in the comprehensive training of future commissioned aviators.


THE PC-21 AS THE BACKBONE OF THE NEW PILOT TRAINING MODEL

The Princess of Asturias’ solo flight was carried out in the Pilatus PC-21, a latest-generation turboprop trainer that has progressively replaced the CASA C-101 Aviojet at the General Air and Space Academy. The introduction of the PC-21 reflects the transformation of the Spanish Air and Space Force’s training model, aimed at a more efficient, digitalized approach aligned with the operational profiles of modern combat aircraft.



The PC-21 is capable of covering a broad spectrum of training requirements, from the basic phase to advanced instruction, thanks to its digital avionics, wide flight envelope, and ability to simulate complex tactical environments, thereby reducing the need for flight hours on more costly jet platforms.




MILITARY TRAINING AND INSTITUTIONAL PROJECTION

Doña Leonor has been stationed in San Javier since September 1, where she is undertaking her third year of military training, having previously completed her service with the Army and the Navy. Her stay at the AGA will continue through June, when she will conclude this phase of joint military education.

The Royal Household noted that during this period, public exposure has been deliberately limited to allow the Heiress to the Throne to focus fully on her academic and operational training, under the same conditions as her fellow cadets.

A first solo flight represents one of the most symbolic and demanding milestones in the career of any military pilot. Its completion not only constitutes a personal achievement within the training syllabus, but also conveys an institutional message of continuity in the military education of the future Head of State, in line with the traditions of the Spanish Armed Forces.



The Royal Household of His Majesty the King released images of the flight and various stages of the training process, underscoring the official nature and full integration of this phase within the Spanish Air and Space Force.]]></content:encoded>
            <enclosure length="115623" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/69456abe7a89b44e00c72cd2/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Viva and Volaris merger to consolidate Mexico’s LCC market]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/mexico/viva-and-volaris-merger-to-consolidate-mexico-s-lcc-market_a6944c6757a89b44e00b90f0b</link>
            <guid>6944c6757a89b44e00b90f0b</guid>
            <pubDate>Fri, 19 Dec 2025 03:20:10 GMT</pubDate>
            <description><![CDATA[Mexico’s new aviation giant projects a 2026 launch: Viva and Volaris are integrating financial structures to compete globally and strengthen regional connectivity.]]></description>
            <content:encoded><![CDATA[Grupo Viva and Volaris have formalized a strategic agreement to merge their holding companies, giving rise to the new Mexican Airline Group. This transaction, designed as a merger of equals, will grant shareholders of both companies a 50% stake in the resulting entity. Viva shareholders will receive newly issued shares of the Volaris holding company, which will maintain its public listing on the Mexican Stock Exchange (BMV) and the New York Stock Exchange (NYSE).

The definitive execution of the operation is projected for 2026, subject to obtaining government and regulatory approvals in Mexico and other jurisdictions. A critical aspect of the agreement is that, despite the integration at the holding level, both airlines will preserve their brands, commercial identities, operating structures, and, crucially, their independent air operator certificates. The group's governance will be led by Roberto Alcántara Rojas, current Chairman of the Board of Viva, who will assume the chairmanship of the new holding company, while the executive leadership of each airline will remain unchanged.

The technical justification for the merger lies in generating economies of scale to mitigate fleet ownership costs and optimize access to capital markets. By sharing technological infrastructure and reservation systems, the companies aim to capture substantial operational synergies. Regarding route networks, the group plans an aggressive expansion in point-to-point connectivity, prioritizing markets in the United States, Central America, South America, and the Caribbean, in addition to consolidating its domestic presence.



"We estimate that the formation of the new airline group will allow us to drive the growth of aviation in Mexico, in line with the low-cost and point-to-point flight model that has revolutionized our industry over the last two decades," explained Enrique Beltranena, President and CEO of Volaris. The executive added that improving distribution capacity will be key to "competing even more effectively in national and international markets by reducing fleet ownership costs."

For his part, Juan Carlos Zuazua, CEO of Viva, noted that the goal is to "offer low fares and more point-to-point flights to even more cities throughout Mexico and abroad, benefiting not only passengers but also local economies and communities." Zuazua emphasized that the ultra-low-cost carrier (ULCC) strategy is non-negotiable to maintain passenger loyalty and "continue offering more low-cost flights."

The Mexican Airline Group roadmap places a special focus on the Mexico City metropolitan area. A significant increase in operations at Felipe Ángeles International Airport (AIFA) is contemplated, along with the opening of new operating bases in strategic points across the country. In the commercial sphere, the interoperability of the Doters and Altitude loyalty programs will be evaluated, together with the implementation of codeshare agreements to maximize load factors on international routes.

Finally, the agreement establishes a transition period where Airbus aircraft maintenance and procurement processes will be aligned, seeking to optimize the shared supply chain. The combined financial strength will allow the group to face fuel price fluctuations and regional regulatory challenges with greater resilience.


THE NUMBERS BEHIND EACH LOW-COST CARRIER

Volaris has a fleet consisting of 111 A320 family aircraft (81 A320s and 30 A321s) with an average age of 8.7 years. Additionally, it has 118 aircraft on order.

Viva, for its part, has 97 aircraft (62 A320s and 35 A321s) with an average age of 9.1 years, and 13 pending delivery.

 * Financials (2024):Volaris: Reported revenues of USD 3.34 billion, with a net profit of USD 126 million.Viva: Reported revenues of USD 2.702 billion, with a net profit of USD 235 million.
 * Operational Performance (2024):Volaris transported 29 million passengers with an average load factor of 87%.Viva transported 27.6 million passengers with a load factor of 87.3%.
 * Workforce: At the close of the 2024 fiscal year, Viva reported 5,165 employees, while Volaris reported 6,901 employees.

Networks comparatives






 ]]></content:encoded>
            <enclosure length="150502" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/6944c3c67a89b44e00b8d3e5/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Spain formalizes the largest helicopter purchase in its history with Airbus Helicopters]]></title>
            <link>https://www.aviacionline.com/english/defence/europe/spain-formalizes-the-largest-helicopter-purchase-in-its-history-with-airbus-helicopters_a6943fef27a89b44e00a6bccf</link>
            <guid>6943fef27a89b44e00a6bccf</guid>
            <pubDate>Thu, 18 Dec 2025 13:01:57 GMT</pubDate>
            <description><![CDATA[The package includes four models and provides for production, customization, training, and technological development in Spain, with Albacete as the nerve center.]]></description>
            <content:encoded><![CDATA[The Spanish Ministry of Defence has formalised the signing of four contracts with Airbus Helicopters for the supply of 100 military helicopters, marking the largest rotary-wing aircraft acquisition ever undertaken by the Directorate General for Armament and Material (DGAM). The agreements are framed within the National Helicopter Plan, announced in May, and aim to accelerate the modernisation of the Spanish Armed Forces’ air capabilities while strengthening the country’s national industrial and technological base.

The contracts cover the procurement of four different helicopter models — H135, H145M, H175M and NH90 — for the three branches of the Armed Forces, with an explicit focus on fleet commonality, replacement of ageing platforms, and the expansion of operational capabilities across training, tactical transport, special forces support and naval operations.


DISTRIBUTION BY MODEL AND SERVICE

According to official information, the acquisition package includes:

 * 13 H135: 12 units for the Spanish Air and Space Force and one for the Navy. These aircraft will be employed in advanced pilot training, light utility and observation missions.
 * 50 H145M: all allocated to the Army’s Airmobile Forces (FAMET). Their roles will include military pilot training, light attack — equipped with the HForce weapon system, complementing the Tiger — light transport, and support for emergency response and disaster relief operations.
 * 6 H175M: for the Spanish Air and Space Force. These “super-medium” utility helicopters will be dedicated to governmental missions and the transport of authorities, replacing legacy aircraft operated by Wing 48. Spain thus becomes the launch customer for the H175M military variant.
 * 31 NH90: 13 for the Army, 12 for the Air and Space Force and six for the Navy. They will be employed in tactical transport, manoeuvre, special operations, and to complete the Navy’s amphibious warfare capabilities, consolidating the NH90 as the common helicopter platform of the Spanish Armed Forces.


AIRBUS HELICOPTERS AS AN INDUSTRIAL PILLAR OF SPAIN’S NATIONAL HELICOPTER PLAN

The signing of these contracts represents the industrial materialisation of the National Helicopter Plan, publicly presented during FEINDEF and aligned with the Spanish Government’s Industrial and Technological Plan for Security and Defence. The programme seeks an orderly transition towards common aircraft families, reducing logistical fragmentation and optimising long-term sustainment cycles.



The Ministry of Defence underlined the strategic nature of the investment. Secretary of State for Defence María Amparo Valcarce García stated that, by formalising these contracts, the Ministry “fulfils its commitment to provide the Armed Forces with latest-generation helicopters essential for their operations,” stressing that the investment is aimed at “significantly increasing Spain’s security and defence capabilities while ensuring national strategic autonomy in a key sector of European defence.”

Beyond the enhancement of operational capabilities, the programme features a strong industrial and technological component, with Airbus Helicopters positioned as a central partner of the Spanish State in the development of its defence industrial base. The signed contracts consolidate and expand the manufacturer’s footprint in Spain, particularly in Albacete, which will continue to evolve as a strategic hub within the European rotary-wing ecosystem.

The plan foresees the creation of more than 300 highly qualified direct jobs over the next three years, alongside the establishment of a new military helicopter customisation centre and an international training centre for H145M pilots and technicians. These capabilities will complement the facilities currently under development for the mid-life upgrade of the Tiger attack helicopter, reinforcing a comprehensive sustainment and upgrade framework within national territory.



In parallel, Airbus Helicopters is driving the transformation of its Albacete site into a Centre of Excellence for digital capabilities, through the creation of a Digital Campus in cooperation with the University of Albacete and the Castilla-La Mancha Science and Technology Park. This hub will focus on the development of digital tools and cybersecurity, while strengthening key areas such as support engineering, software development, connectivity and maintenance of Spain’s military helicopter fleets.

Overall, the implementation of the National Helicopter Plan will not only enable the Spanish Armed Forces to field next-generation platforms, but also ensure a complete cycle of support, modernisation and technological development within Spain, aligned with objectives of strategic autonomy and industrial resilience. In the words of Airbus Helicopters CEO Bruno Even, the awarded programmes represent “the tangible realisation of the National Helicopter Plan” and a “qualitative leap in the capabilities of the Armed Forces,” projecting Spain as a reference centre within the European aeronautical industry.]]></content:encoded>
            <enclosure length="100954" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/6943f9c97a89b44e00a6291b/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Finnair Launches Daily Flights to Melbourne via Bangkok]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/asia-pacific/finnair-launches-daily-flights-to-melbourne-via-bangkok_a6943485e7a89b44e0098bfc3</link>
            <guid>6943485e7a89b44e0098bfc3</guid>
            <pubDate>Thu, 18 Dec 2025 00:16:50 GMT</pubDate>
            <description><![CDATA[The Finnish carrier becomes the third European airline to serve Australia, utilizing Airbus A350 aircraft for the new route starting October 2026.]]></description>
            <content:encoded><![CDATA[Finnair expands its intercontinental network with the launch of daily flights between Helsinki (HEL) and Melbourne (MEL) via Bangkok (BKK), utilizing Airbus A350 aircraft equipped with Business Class, Premium Economy, and Economy cabins.

The Finnish carrier becomes the third European airline to offer flights to Australia, joining British Airways and Turkish Airlines.

“We are very excited to offer service to a new continent. By connecting Helsinki and Melbourne, two cities at opposite ends of the world, we can provide a truly unique bridge between the Northern and Southern Hemispheres,” said Christine Rovelli, Finnair’s Chief Revenue Officer.

The flight schedule is designed to depart from Helsinki at midnight, arrive in Bangkok in the afternoon, and continue to Australia after a brief stop, landing in Melbourne in the morning.

In the opposite direction, flights depart Melbourne in the afternoon, stop in Bangkok at night, and arrive in Helsinki early the next day, coinciding with Finnair's morning European operations.

Melbourne is a key hub for its oneworld partner, Qantas, which will facilitate access to other Australian cities; the service is scheduled to commence on October 25, 2026, with ticket sales starting on December 18.

In addition to the launch of Melbourne (MEL), Finnair’s network spans 93 European destinations, 11 Asian destinations, 7 North American destinations (including the new service to Toronto), and two destinations in the Middle East.

 ]]></content:encoded>
            <enclosure length="89612" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/69161c0fdcef37ae1e852656/720.jpeg"/>
        </item>
        <item>
            <title><![CDATA[Germany approves €50 billion for modernization and arms procurement, focusing on air defense, ISR, drones, and space]]></title>
            <link>https://www.aviacionline.com/english/defence/europe/germany-approves--50-billion-for-modernization-and-arms-procurement--focusing-on-air-defense--isr--drones--and-space_a6943058f7a89b44e0092985b</link>
            <guid>6943058f7a89b44e0092985b</guid>
            <pubDate>Wed, 17 Dec 2025 19:28:32 GMT</pubDate>
            <description><![CDATA[The Bundestag cleared a record defense package strengthening air and missile defense, ISR capabilities, unmanned systems, and military space assets.]]></description>
            <content:encoded><![CDATA[In a historic session consolidating the strategic pivot (Zeitenwende) initiated by Chancellor Friedrich Merz’s administration, the Bundestag’s Budget Committee has greenlit a military procurement package exceeding €50 billion. Under the premise that “democracies must be better armed than autocracies”, the federal government has prioritized air superiority, multi-layered missile defense, and tactical intelligence capabilities from space.

This expenditure—part of a record-breaking year with total projected investments of €82.98 billion—marks a milestone in the modernization of the Luftwaffe and the joint capabilities of the Bundeswehr.


1.INTEGRATED MULTI-LAYERED AIR DEFENSE

The absolute priority of this budget focuses on Integrated Air and Missile Defense (IAMD) architecture. Germany seeks to close vulnerability gaps against hypersonic and saturation threats:

 * Upper Tiers (Exoatmospheric): A substantial increase in the Arrow-3 system contract has been approved. The rise in the number of launch units and interceptor missiles reinforces the capability to intercept ballistic threats outside the atmosphere—a pillar of the European Sky Shield Initiative (ESSI).
 * High and Medium Altitude: The IRIS-T SLM system receives an allocation of €1.3 billion for additional missiles and batteries, consolidating its operational success following lessons learned in the Ukrainian theater. Furthermore, €1.55 billion is earmarked for the modernization and expansion of the Patriot system, including the procurement of PAC-3 MSE (Missile Segment Enhancement) missiles and the conversion of launchers to operate this high-lethality variant.




2. AIR SUPERIORITY AND PRECISION LETHALITY

The Eurofighter Typhoon remains the backbone of German combat aviation, receiving critical mission system upgrades:

 * AESA Radar (E-Scan): Procurement was authorized for new hardware components for the ECRS Mk1 active electronically scanned array radar. Developed in cooperation with Spain, it ensures enhanced resistance to electronic countermeasures (ECM).
 * Stand-off Weaponry: One of the most significant announcements is the pre-series phase of the TAURUS NEO. This evolution of the Taurus KEPD 350 cruise missile seeks to enhance long-range precision strike capabilities in Anti-Access/Area Denial (A2/AD) environments. It incorporates AI, reduces reliance on satellite navigation (GNSS), and substantially increases both range and low-observability (stealth).
 * Air-to-Air Combat: The fourth batch of Meteor missiles has been confirmed, securing Beyond Visual Range (BVR) dominance thanks to its ramjet propulsion.


3. SPACE DOMAIN AND ISR SURVEILLANCE

The Bundeswehr recognizes space as a critical operational domain. The SPOCK (Space System for Persistent Operational Tracking) project has been awarded €1.76 billion. This tactical radar satellite constellation will provide persistent surveillance, essential for supporting ground units—such as the armored brigade deployed in Lithuania—regardless of weather or light conditions.

In the airborne sector, the PEGASUS (Persistent German Airborne Surveillance System) program receives new funding for its signals intelligence (SIGINT) platforms. Simultaneously, naval aviation integrates the unmanned component of MAWS (Maritime Airborne Warfare System) and eight MQ-9B SeaGuardian UAVs for anti-submarine warfare (ASW) and maritime patrol missions.




4. DRONE WARFARE

In response to the surge of UAV incidents near critical infrastructure, Interior Minister Alexander Dobrindt inaugurated the Joint Drone Defense Center (GDAZ) in Berlin. This center will coordinate civil and military responses to hybrid threats.

To support this doctrine, the FALKE system has been approved. This is a fixed-wing eVTOL tactical reconnaissance drone based on the Quantum Systems Vector. Capable of vertical takeoff and landing, it is designed to provide surface units with immediate "elevated vision" on the modern battlefield.


GERMANY SEEKS TO LEAD EUROPEAN DEFENSE

With these investments, Germany not only aims to meet the NATO 2% GDP spending target but also intends to send an unequivocal signal to both partners and potential adversaries: Germany is assuming a more active and sustained role in the European security architecture. 

This transition toward a force with genuine deterrent capability aligns with the objective set by Defense Minister Boris Pistorius to make the Bundeswehr "fit for war" (kriegstüchtig). This paradigm shift is defined by the administration as the essential foundation for guaranteeing peace and stability on the continent in the face of emerging systemic threats.]]></content:encoded>
            <enclosure length="172692" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdfe3ba0ea712e1fb451da/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[Airbus A320neo: Regulators Flag Fuselage Thickness Deviations]]></title>
            <link>https://www.aviacionline.com/english/manufacturers-mro/airbus-a320neo--regulators-flag-fuselage-thickness-deviations_a6942efb47a89b44e00907c23</link>
            <guid>6942efb47a89b44e00907c23</guid>
            <pubDate>Wed, 17 Dec 2025 18:02:03 GMT</pubDate>
            <description><![CDATA[A quality flaw in A320neo S12 panels triggered a new European directive. Airlines have six months to inspect, but MMEL restrictions apply immediately regarding cabin pressure controls.]]></description>
            <content:encoded><![CDATA[The European Union Aviation Safety Agency (EASA) released today the Proposed Airworthiness Directive (PAD) 25-196, establishing an inspection framework for specific Airbus A320neo family aircraft due to manufacturing defects in the fuselage. This regulatory action confirms initial reports regarding supply-chain issues affecting the European manufacturer.

As reported by Bloomberg and detailed in EASA's official document, an Airbus supplier identified a quality issue in production resulting in "potential deviations from the specified thickness" of various fuselage panels delivered to the final assembly line.

The ruling specifically affects A319neo, A320neo, and A321neo variants. The technical concern focuses on the forward fuselage skin panels (Section S12). EASA warned that this condition, if left undetected and uncorrected, "could affect the structural integrity of the aeroplane," particularly if combined with certain previous repairs.

While the directive is in the consultation phase until January 14, 2026, the instructions mandate immediate preventive actions to ensure operational safety.


OPERATIONAL RESTRICTIONS AND MMEL IMPACT

The European authority's document introduces a critical limitation for daily airline operations. From the directive's effective date, dispatch of any affected aircraft is prohibited under Master Minimum Equipment List (MMEL) items related to the Automatic Cabin Pressure Control System. This means aircraft will not be able to fly if they present faults in the outflow valve automatic channels.

To gauge the operational impact of this measure, it is essential to distinguish between the MMEL (Master Minimum Equipment List) and the MEL (Minimum Equipment List). The MMEL is the regulatory baseline approved by the authority (EASA) that determines which systems can be inoperative at dispatch while maintaining safety. 

The MEL is the operator's specific manual, derived from the MMEL, which can be more restrictive but never less. By ordering that "no aeroplane be dispatched under MMEL item 21-31-01A or B," EASA effectively removes the standard flexibility that allows flights with temporary faults in the automatic pressurization channels, forcing operators to repair any anomaly in this system immediately before returning the aircraft to service.


INSPECTION DEADLINES

For "Group 1" aircraft—those that already have structural repairs (Category C) in the affected area—operators must perform "local thickness mapping" and report findings to Airbus within 14 days.

For the rest of the affected fleet (Group 2), EASA mandated a General Visual Inspection (GVI) and a full panel thickness measurement within the next 6 months. If cracks or out-of-tolerance thicknesses are identified, the airline must contact Airbus before the next flight to receive approved repair instructions.

Airbus issued Alert Operator Transmission (AOT) A53N020-25 on December 16, anticipating the regulation and providing technical instructions for the measurements. This event adds to the supply-chain tensions the manufacturer is managing at the close of 2025, where the quality of external supplier components is under strict scrutiny to maintain delivery rates and global fleet reliability.]]></content:encoded>
            <enclosure length="402297" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/68cdfd66a0ea712e1fb11646/image.jpg"/>
        </item>
        <item>
            <title><![CDATA[LATAM Blames New Airport Fee for Cancellation of Tucumán, Orlando, and Curaçao Routes]]></title>
            <link>https://www.aviacionline.com/english/commercial-aviation/peru/latam-blames-new-airport-fee-for-cancellation-of-tucuman--orlando--and-curacao-routes_a69432a517a89b44e0095b621</link>
            <guid>69432a517a89b44e0095b621</guid>
            <pubDate>Wed, 17 Dec 2025 16:09:04 GMT</pubDate>
            <description><![CDATA[The implementation of a new connection fee in Peru triggers LATAM‘s exit from the Tucumán-Lima route. Flights to Orlando, Curaçao, and Florianópolis are also cancelled.]]></description>
            <content:encoded><![CDATA[LATAM Airlines confirmed this Wednesday the cancellation of its scheduled flights between Tucumán (TUC) and Lima (LIM) starting March 29, 2026.

The operational decision, they stated in a press release, responds directly to the imposition of the new Unified Airport Use Fee (TUUA) for international connections by the concessionaire of Jorge Chávez International Airport, which began being charged last December 7.


LOSS OF COMPETITIVENESS FOR THE LIMA HUB

The airline attributed the cessation of operations to the economic impact this fee generates on transit passengers (which reaches almost USD 12 per passenger). According to the company, the introduction of this additional charge "increases the total cost of the trip" for those using Lima as a connection point to a third country.

This regulatory measure weakens the strategic position of the Peruvian terminal compared to other consolidated regional hubs like Bogotá and Panama, which maintain similar destination networks without applying extra transfer charges and with more efficient connection processes.

LATAM Airlines indicates that, although the route from Tucumán was designed with a focus on international connectivity and regional development, it was "forced to take this difficult decision" given the new airport market conditions. Sources close to the matter indicate that 96% of the traffic on this route was connecting traffic.

The impact of the new fee structure goes beyond the connection with Argentina. LATAM confirmed that this decision is in addition to the cancellation of three other operational international routes: Lima - Orlando, Lima - Curaçao, and Lima - Florianópolis.

Likewise, the operator halted its expansion plan scheduled for the first quarter of 2026, canceling the launch of the Guatemala - Lima and Belo Horizonte - Lima routes. The airline pointed out that connecting passengers "are fundamental to reaching the necessary demand that allows sustaining long-term flights."


OPTIONS FOR AFFECTED PASSENGERS

Customers with tickets issued to fly after March 29, 2026, may request a full refund of the amount paid. Alternatively, LATAM offers flight rescheduling from Salta or via Buenos Aires, connecting with partner airlines to the final destination.

The company regretted that the implementation of the fee did not prioritize "passenger benefit nor the sustainability of regional connectivity," although it reaffirmed its intention to maintain dialogue with stakeholders in Peru to preserve the hub's efficiency.]]></content:encoded>
            <enclosure length="164124" type="image/jpeg" url="https://flex-assets.tadevel-cdn.com/690bc33b7a0fa9948cd367dc/720.jpeg"/>
        </item>
    </channel>
</rss>