Ah, the rush for exclusives—a modern-day affliction that often leads to curiosity, sometimes uncertainty, and too often, confusion. On June 5, Boliviana de Aviación flight OB708 extended its usual route and flew over the Atlantic Ocean, prompting premature speculation about an emergency or incident.But the reality, confirmed by the airline, lies more in legal nuance than in crisis, and involved no risk to passengers. The key term? Lex Situs—Latin for "the law of the place where the property is located."The Boeing 737-800, registration CP-3204, operating the regular route from Santa Cruz de la Sierra (VVI) to Buenos Aires with 166 passengers, intentionally deviated from its direct course. Instead of flying straight to Ezeiza, the aircraft headed east over the Río de la Plata and into international waters over the Atlantic before turning back for its final approach. The maneuver added about an hour to the flight time.Boliviana de Aviación stated that the operation was planned and controlled. The airline explained that the route was part of a “legal aircraft novation process” that “requires flying over international waters to validate the transfer of ownership in accordance with applicable regulations.” BoA assured that the procedure was executed safely and without incident for passengers and crew.The aircraft crossed the 12-nautical-mile territorial limit of Argentina—beyond which airspace is international—and completed the transaction before landing normally. No emergency. No incident. Just a legal maneuver in the skies.<h3>Understanding the maneuver: Lex Situs in commercial aviation</h3>While no international treaty mandates that an aircraft must fly over the ocean for such transactions, the practice is deeply rooted in aviation and financial law. The critical concept is lex situs—“the law of the place where the asset is located.”In high-value transactions like the sale or leasing of an aircraft, the legal jurisdiction in which the deal is closed is crucial. The laws of the country where the aircraft physically is during the transaction can affect contract validity, create unexpected tax obligations, or complicate legal rights for the seller, buyer, or financier.<h3>Novation: Legal Doctrine and Case Law</h3>What is aircraft novation? It's a legal act that replaces an existing contractual obligation with a new one—often referring in aviation to the transfer of a lease contract from one lessor to another, with the airline’s consent.Why conduct it over international waters? Because in international airspace, no nation exercises sovereignty. This means that the law governing the transaction defaults to that of the aircraft’s country of registration or the law stipulated in the contract. This neutral legal ground helps avoid jurisdictional complications, including taxes or conflicting regulations.Legal and financial teams prefer to execute such contracts mid-air over international waters to create a predictable legal environment—usually favoring the laws of England or New York—thus ensuring legal clarity and minimizing future dispute risks.This practice was cemented by a landmark court case—Blue Sky One and others v International Lease Finance Corporation— where the UK Court of Appeal ruled that the aircraft's physical location at the time of the transaction was essential to the legal validity of the title transfer.In response, the aviation finance industry adopted a conservative approach: close transactions over international waters to ensure that the contract is governed exclusively by the chosen legal system, without interference from territorial laws.The CP-3204 is a Boeing 737-86J with prior service in Europe before joining Boliviana de Aviación. Like many aircraft, it is operated under a complex operating lease—this one involving SMBC, a major global lessor.The OB708 flight maneuver likely marked a restructuring of that lease—perhaps a transfer between investment funds or lessors, a common practice in global fleet management.So let’s all calm down: BoA’s unusual flight path wasn’t an error or emergency, but rather the visible execution of a standard step in an international legal-financial operation. Curious? Yes. Rare? Not really. Interesting? Always.

No emergency, just paperwork: Why Boliviana de Aviación’s OB708 detoured over the Atlantic

The Argentine government has intensified its policy of deregulating the aviation sector. Under Provision 16/2025, the Subsecretariat of Air Transport has ruled that companies seeking to operate air transport or ground handling services in Argentina will no longer be required to submit extensive financial documentation. Instead, a single “Sworn Statement of Economic–Financial Capacity” signed by the applicant will now suffice.The measure, signed by Subsecretary of Air Transport Hernán Adrián Gómez, marks a sharp departure from the previous procedure. It nullifies the requirements set out in ANAC Resolution No. 1025/2016, which mandated the submission of a large volume of supporting documentation—a process that demanded significant resources and time.Previously, companies had to undergo a strict viability assessment before starting operations. This included proving their ability to cover all fixed and variable costs for the first three months without revenue, and demonstrating sustainability for two years. Required documents included three years of audited financial statements, corporate structure records, shareholder lists, and funding sources.Central to the process was the creation of a comprehensive business plan covering everything from market and competitor analysis to commercial strategy, pricing policies, and sales channels. An operational plan was also mandatory, specifying routes, frequencies, fleet details, and often letters of intent or lease contract drafts.The financial projection component spanned 24 months and had to include detailed cash flow forecasts, balance sheets, and income statements, with a breakdown of costs such as fuel, maintenance, airport fees, crew salaries, and ground services.All of this was to be certified by a public accountant, verifying the actual availability of sufficient liquid assets to support the critical launch phase—a complex structure now replaced by a simplified sworn statement.The decision is grounded in the legal framework of Emergency Decree (DNU) 70/23 and its regulatory follow-up, Decree No. 599/24. The government argues that “Argentina’s aviation policy has significantly hindered the development of the air transport industry—a key driver not only of federal integration but also of economic and tourism growth.”The objective of this streamlining, according to the published provision, is to create a more flexible and competitive environment. The text notes that national public administration interventions will be “limited and efficient, with a digital/electronic format.” The rule applies broadly to individuals or legal entities seeking permits for domestic or international passenger and/or cargo flights—regular and non-regular—as well as airport and ground service providers.<h3>Frequently Asked Questions about the New Regulation:</h3><ul><li>What’s changing with the new provision? The requirement to submit multiple financial documents and detailed business plans is replaced by a single sworn declaration of solvency.</li><li>Who is affected by this measure? All companies applying to operate as airlines (passenger or cargo) and those offering ramp and aircraft support services at Argentine airports.</li><li>Why did the government implement this change? According to Provision 16/2025, the goal is to reduce bureaucracy, speed up the approval process, and attract new market entrants, aligning with its broader economic deregulation policy.</li></ul>For ground services, the rule is especially relevant, as the provision notes that “no prior regulations precisely defined the required documentation for applicants to prove their economic and financial capacity,” creating a gap that this new simplified process aims to address.Despite the relaxed entry requirements, the Subsecretariat clarified that oversight will continue. Authorities will keep monitoring the financial status of national air carriers operating in Argentina. The measure has been communicated to ANAC for implementation and was published in the Official Gazette, taking immediate effect.

Argentina simplifies airline licensing: financial declarations now replace full documentation requirements

La Asociación de Pilotos de Líneas Aéreas (APLA) cuestionó duramente el Decreto 378/25, al que considera una amenaza directa para la seguridad operacional en la aviación argentina. La normativa reduce los tiempos de descanso obligatorios para los pilotos, una decisión que, según el gremio, fue adoptada sin los estudios técnicos correspondientes ni evaluaciones de riesgo.Según detalla APLA, el decreto fue implementado de forma "improvisada" y omite consideraciones esenciales para la gestión de la seguridad operacional, como el análisis de riesgos y estudios científicos, además de ignorar las condiciones reales del entorno operativo local.&nbsp;"La decisión irresponsable, temeraria y peligrosa del gobierno de implementar esta normativa sin haber desarrollado previamente programas obligatorios, como políticas de gestión de la fatiga, es inadmisible", señala el comunicado del sindicato.<section class="noteSuggested" data-id="39545,39538" data-title="Puede interesarte"></section>El gremio denuncia que la reducción de los tiempos de descanso se produce en un contexto de "alta carga de trabajo, infraestructura deficiente y procesos deteriorados", lo que incrementa el riesgo de fatiga entre los pilotos. En esa línea, destacan que la medida contradice los estándares internacionales y representa un retroceso en las normativas que regulan la actividad aérea en el país.APLA responsabiliza de manera directa a la Secretaría de Transporte, encabezada por Luis Pierrini, y al Subsecretario de Transporte Aéreo, Hernán Gómez, por las consecuencias que pudiera acarrear la aplicación de esta medida. "Responsabilizamos a la Secretaría de Transporte [...] por los posibles incidentes y accidentes derivados de la implementación de esta normativa, que ataca al eslabón más importante del sistema de seguridad: el factor humano".La asociación resalta que la OACI (Organización de Aviación Civil Internacional) identifica a la fatiga como uno de los factores humanos clave en incidentes y accidentes aéreos. En ese marco, anunció que avanzará con acciones gremiales y legales, y presentará reclamos ante organismos internacionales con el objetivo de revertir la decisión."Este es un reclamo en defensa por la vida y la seguridad de los tripulantes y pasajeros. No hay margen para acciones autoritarias e irresponsables", concluye el comunicado.

Pilotos advierten que nueva medida "compromete de manera directa a la seguridad operacional de la aviación argentina"

Ante las inquietudes manifestadas por gremios del sector aeronáutico sobre eventuales implicancias para la seguridad operacional derivadas del reciente Decreto 378/2025, el Ejecutivo argentino respondió enfáticamente. Fuentes gubernamentales sostienen que la nueva regulación, por primera vez, "deja de ser una norma gremial para centrarse en una norma de carácter técnico".Desde el gobierno se destaca que la normativa se ajusta rigurosamente a estándares internacionales. Específicamente, se menciona su conformidad con la regulación FAR Parte 117 de la Administración Federal de Aviación (FAA) de Estados Unidos y con los documentos técnicos de la Organización de Aviación Civil Internacional (OACI) relativos a los periodos de descanso y tiempos de vuelo de las tripulaciones.La administración actual busca con esta medida una modernización del marco regulatorio. Señalan desde el ámbito gubernamental que "se están respetando las medidas de seguridad operacional del sistema mientras se eficientizan costos. Estamos actualizando normas de hace muchos años que estaban armadas en beneficio de Aerolíneas Argentinas y de la casta sindical". Esta declaración subraya una intención de reformar estructuras que, según la perspectiva oficial, favorecían a la aerolínea de bandera y a ciertos sectores sindicales.<blockquote>Marco Regulatorio y Seguridad Operacional: Claves del Decreto 378/2025<ul><li>¿Qué establece el Decreto 378/2025? Modifica las regulaciones sobre tiempos de actividad y descanso de las tripulaciones aéreas en Argentina.</li><li>¿Cuál es la principal preocupación sindical? Los sindicatos temen que los cambios puedan comprometer la seguridad operacional al afectar el descanso de los tripulantes.</li><li>¿Qué argumenta el Gobierno? Sostiene que la norma es de carácter técnico, se alinea con los estándares de FAA (FAR 117) y OACI, optimiza costos y no pone en riesgo la seguridad.</li><li>¿Cómo impactaría a los pasajeros según el Gobierno? La reducción de costos operativos podría traducirse en una mejora en los precios de los pasajes aéreos.</li></ul></blockquote>Otro de los argumentos centrales del Ejecutivo es el potencial beneficio para los usuarios del transporte Aéreo. Aseguraron que estas modificaciones “beneficiarán directamente a los pasajeros, ya que al reducir los costos operativos de las aerolíneas, se generará una mejora en los precios de los boletos gracias a una optimización del revenue management”.<section class="noteSuggested" data-id="39518" data-title="Puede interesarte"></section>Finalmente, el gobierno fue categórico al afirmar que, con la implementación del Decreto 378/2025, "no está en juego la seguridad operacional del sistema". Alegan que todas las adecuaciones normativas fueron concebidas bajo estrictos parámetros técnicos y en consonancia con los estándares internacionales más exigentes, buscando un equilibrio entre la eficiencia operativa y el mantenimiento de los niveles de seguridad. La discusión, sin embargo, permanece abierta con los sectores gremiales que mantienen sus observaciones.

"Cuestión técnica, no gremial": el gobierno argentino defiende el decreto que modifica los tiempos de descanso de tripulaciones

"Cuestión técnica, no gremial": el gobierno argentino defiende la modificación de los tiempos de descanso

On June 4, 2025, the Argentine government formalized a new regulation governing maximum flight times, duty periods, and minimum rest for commercial civil aviation crews through Decree 378/2025, published in the Official Gazette. This measure repeals Decree No. 877/2021 and forms part of a broader deregulation process in the aviation sector.Outlined in Annex I (IF-2025-59094296-APN-SSTA#MEC), the new regulation aims to align Argentina’s standards with those of the International Civil Aviation Organization (ICAO), specifically Annex 6, and to “ensure compliance with the highest standards of operational safety.”The decree criticizes previous regulations for being politically influenced rather than strictly technical. It asserts a new approach granting operators “full freedom to set their own flight times, duty periods, and rest periods,” within permissible limits and without compromising safety.The rules apply to all commercial passenger air carriers operating in Argentina, both domestic and international, including foreign carriers conducting domestic (cabotage) flights. Cargo airlines may choose to adopt the new framework voluntarily.<h3>A major update: Optional FRMS programs</h3>Operators are now responsible for scheduling crew duty and rest in compliance with the new regulation. A key innovation is the option for carriers to develop and implement their own Fatigue Risk Management System (FRMS)—to be submitted via sworn declaration to the enforcement authority. The FRMS must demonstrate a safety level equal to or higher than the prescriptive standard. Carriers not opting for a custom FRMS must adhere to the decree's fixed limits.<h3>Key flight and duty time limits</h3>Flight crews on scheduled air transport services are limited to 1,000 hours of flight time per calendar year and 120 hours per calendar month.Maximum flight time for a basic crew ranges from 8 to 9 hours, depending on the time of reporting for duty.Augmented crews (with relief pilots) may fly up to 13 hours with three pilots and 17 hours with four pilots. These limits may be extended with suitable in-flight rest facilities.Duty period limits vary based on start time and number of flight segments, starting at 9 hours and extending up to 14 hours for basic crews under certain conditions. For augmented operations, duty periods may reach up to 19 hours, depending on rest facilities and crew size.<h3>✈️ Activity and rest times: What you need to know</h3>What is an FRMS? A Fatigue Risk Management System is a proactive method airlines use to manage crew fatigue using scientific data, as an alternative to prescriptive rules.What is the minimum rest for pilots? It must equal the duration of the prior duty period, never less than 10 consecutive hours. Additionally, pilots must receive at least 30 hours of rest every 168 consecutive hours.What about cabin crew? Their maximum duty time is 14 hours, extendable to 16 or 18 hours with additional crew. Minimum rest is also 10 consecutive hours.And non-scheduled flights? Different limits apply—for example, 1,400 flight hours per year for pilots.The regulation requires that rest periods allow crews to acclimate to local time before their next duty. For flights crossing more than 60 degrees of longitude, operators must provide compensatory rest. Each pilot is also entitled to a minimum of 15 consecutive days of vacation per year.<h3>Exceptions and implementation timeline</h3>The decree allows for exceptions in unforeseen operational circumstances, medical emergencies, disaster relief, or national defense missions. These may extend limits by up to 20% in a 24-hour period and up to 10% over a calendar month. In such cases, the aircraft commander must file a report.The National Civil Aviation Administration (ANAC) is tasked with updating the technical regulations to align with this new legal framework. The regulation will take effect 30 calendar days after its publication—on July 4, 2025.

Argentina enacts new regulation for civil aviation crew duty and rest limits

Argentina’s Undersecretariat for Air Transport, through Resolution 14/2025, has granted Spanish airline Fly Level Barcelona LH, S.L. (LEVEL) authorization to operate regular international passenger and cargo services between Barcelona (BCN), Spain, and Buenos Aires Ezeiza International Airport (EZE), and vice versa. This authorization marks a key milestone allowing the carrier to operate the route under its own Air Operator Certificate (AOC), recently obtained.LEVEL, the low-cost long-haul brand of International Airlines Group (IAG), had previously operated this route using Iberia’s AOC, as both airlines belong to the same group. The company obtained its independent AOC in December 2024, according to industry reports and LEVEL itself, enabling it to manage its own operations with greater autonomy. The Argentine government’s latest approval now allows LEVEL to exercise that operational independence on its flights to and from Argentina.The request from Fly Level Barcelona LH, S.L. and the resulting authorization are based on the bilateral Air Services Agreement between Argentina and Spain, along with its supplementary protocols and understandings. The ruling notes that "the carrier has been duly designated by its national civil aviation authority... to operate regular and non-regular services to our territory" and that "the company has met the legal and administrative requirements set forth by current regulations."As reported by Aviacionline on December 3, 2024, LEVEL’s acquisition of its own AOC represents "a significant step in its evolution as an independent airline," granting it "full control over its operations" and allowing the development of "custom operating procedures tailored to its low-cost model." This Argentine authorization is a necessary follow-up step for LEVEL to exercise its new operational capabilities in the countries it serves.The National Directorate of Air Transport, part of Argentina’s National Civil Aviation Administration (ANAC), issued a favorable technical report supporting LEVEL’s application. The resolution was signed by Undersecretary of Air Transport Hernán Adrián Gómez, officially enabling LEVEL to operate combined passenger and cargo services under its own credentials. In the near future, this change may allow the airline to use its own IATA code “LL” instead of Iberia’s “IB” on this route.<section class="noteSuggested" data-id="39472,39324,37928" data-title="You might be interested"></section>What does Argentina’s new authorization mean for Fly Level Barcelona? It allows the airline to operate the Barcelona–Buenos Aires route under its own Air Operator Certificate (AOC), no longer relying on Iberia’s.Was LEVEL already flying to Buenos Aires from Barcelona? Yes, but under Iberia’s AOC. This approval formalizes operations using its own certificate.When did LEVEL obtain its independent AOC? In December 2024.What are the benefits of operating under its own AOC? Greater operational autonomy, control over scheduling and fleet, and the ability to use its own airline code “LL” in the future.Who issued the authorization in Argentina? The Undersecretariat for Air Transport, via Resolution 14/2025.

Argentina authorizes LEVEL to operate Buenos Aires–Barcelona flights under its own AOC

The Boeing 737-700 acquired by Andes Líneas Aéreas, registered as LV-ARR, landed in Buenos Aires on the afternoon of Tuesday, June 3. The aircraft made a scheduled technical stop in Guayaquil, Ecuador (GYE), before completing its final leg to Argentina.This aircraft marks a new addition to Andes Líneas Aéreas’ fleet, as the carrier continues its fleet modernization and expansion strategy. The LV-ARR is a Boeing 737-7K2 with manufacturer serial number (MSN) 38125 and was most recently registered as 2-CCXB. Its operational history includes service with Dutch carrier KLM and, more recently, Ecuador’s Equair, which ceased operations in September 2023. Built in 2011, the aircraft features a single-class configuration with 142 seats. Before delivery preparations for Andes, it had been stored in the United States.The addition of this Boeing 737-700 is part of Andes Líneas Aéreas’ plan to strengthen its operational capacity, focusing primarily on the charter market. The airline resumed operations in June 2023 after securing recertification and currently operates with two Boeing 737-800s. With the arrival of LV-ARR and another -700 model unit, Andes will double its available fleet.These aircraft will enable the Argentine carrier to meet growing demand in segments such as student travel, sports team transport, and other charter services—both domestic and regional. Founded in 2005, Andes Líneas Aéreas is now in a phase of consolidation, aiming to expand its footprint in Argentina’s commercial aviation market. The arrival of this aircraft supports the company’s growth plans and its commitment to the Boeing 737 Next Generation platform.

Andes Líneas Aéreas receives Boeing 737-700 LV-ARR, expanding charter fleet

Aerolíneas Argentinas has reinstated direct service between Ingeniero Aeronáutico Ambrosio L.V. Taravella International Airport in Córdoba (COR) and Libertador General José de San Martín Airport in Posadas (PSS), strengthening the connection between Argentina’s central region and the northeastern province of Misiones. The route will operate twice a week.Flights are scheduled for Tuesdays and Thursdays. Departures from Córdoba are set for 1:15 p.m. on Tuesdays and 12:05 p.m. on Thursdays. In the opposite direction, flights from Posadas to Córdoba take off at 1:00 p.m. on both days. This schedule is designed to cater to both leisure travelers and the corporate segment, offering a streamlined travel option between the two cities.Route and connectivity details:When does the Córdoba–Posadas route operate? Tuesdays and Thursdays.What is the “Córdoba Hub”? It is Aerolíneas Argentinas’ regional hub in Córdoba, enabling connections to 13 domestic destinations and international points such as Punta Cana and Rio de Janeiro without routing through Buenos Aires.How is the route funded? Through the “Sustainable Connectivity Program,” under which interested stakeholders contribute funds to cover operating costs if passenger occupancy falls below profitability thresholds.In addition, the province of Misiones will see an increase in flights to Buenos Aires. Starting in July, service between Posadas and Aeroparque Jorge Newbery in Buenos Aires will rise from 16 to 17 flights per week, offering more seating availability to one of the country’s top tourism and business destinations.These schedule enhancements align with the airline’s broader expansion strategy from its Córdoba hub. Since May, Aerolíneas Argentinas has added five more weekly frequencies between Córdoba and Buenos Aires, bringing the total to 79 flights per week on this key domestic route.The reinstatement of the Córdoba–Posadas–Córdoba route is part of the airline’s “Sustainable Connectivity Program.” Under this model, entities interested in maintaining the service commit to covering operating costs if the load factor falls below the break-even point.From its Córdoba hub, Aerolíneas Argentinas operates a robust network of direct flights to 13 destinations across Argentina, and offers international services to Punta Cana in the Dominican Republic and Rio de Janeiro in Brazil. This reinforces the carrier’s strategy to build an efficient federal network that optimizes travel time for passengers.

Aerolíneas Argentinas resumes direct flights between Córdoba and Posadas

The Argentine Airline Pilots Association (APLA) announced on Monday, June 2, 2025, a full work stoppage involving pilots from Aerolíneas Argentinas. The strike will take place on Tuesday, June 10, from 6:00 p.m. until 2:00 a.m. on Wednesday, June 11, and will directly affect operations at Jorge Newbery Airport (AEP) and Ezeiza International Airport (EZE).APLA stated the decision comes amid “an extremely critical context in Argentina’s airline industry, where decisions are being made lightly without considering their negative consequences.” The union’s statement highlights rising tensions across the sector.The union cites multiple grievances tied to Aerolíneas Argentinas’ management. These include “unacceptable breaches of collective agreements,” a “prolonged delay in wage negotiations,” and broader concerns about the airline’s direction, such as “the lack of a professional development plan” and “the absence of a clear, sustainable strategy for the company’s future.”The salary issue is particularly sensitive in Argentina’s current economic climate, with cumulative inflation reaching 11.6% in the first four months of 2025, and an annual rate of 47.3% as of April.The pilots also criticize “the unilateral modification of processes and scheduling” and warn of “repeated technical failures in aircraft due to underinvestment.” According to APLA, this deteriorates both operational conditions for flight crews and the daily experience of passengers. The union had previously filed complaints about alleged mismanagement and irregularities within the company earlier in 2025.<h3>Strike Context and Key Points</h3><ul><li>Why is APLA striking? The union cites breaches of collective agreements, delayed salary adjustments, lack of a development plan, unilateral operational changes, and persistent technical issues stemming from insufficient investment.</li><li>When and where will the strike occur? Tuesday, June 10, 2025, from 6:00 p.m. to 2:00 a.m. on June 11, at Jorge Newbery Airport and Ezeiza International Airport.</li><li>What’s the wage issue? Pilots are demanding adjustments to match inflation. A preliminary 16% increase was agreed upon in November 2024, but unions are now pushing to reopen negotiations.</li><li>Has Aerolíneas Argentinas responded? As of publication, there has been no official comment from either the airline or the national government regarding the strike announcement.</li></ul>The labor action adds to a growing list of disputes between airline unions and the leadership of Aerolíneas Argentinas, which have spanned late 2024 and the first half of 2025. The national government has been pursuing a more liberalized aviation policy, recently introducing reforms to the Aeronautics Code to increase flexibility in airline operations.In the coming days, Aerolíneas Argentinas is expected to outline how it will handle flights scheduled during the strike and whether new negotiations with APLA will be initiated. Passengers with flights on the evening of June 10 and early hours of June 11 are advised to stay alert for updates from the airline.

Aerolíneas Argentinas Pilots Announce Strike for June 10 Over Contract Disputes and Safety Concerns

LATAM Airlines CEO Roberto Alvo highlighted the strategic importance of Argentina during an exclusive interview with Aviacionline at the IATA AGM. "Argentina is a very important market for LATAM. If you look at the geography, we have our hubs in Lima, São Paulo, and Santiago—and Argentina is the largest market south of those hubs. So, connecting our network through Argentina is essential," he explained."Today we operate about 35 international flights daily to Argentina. We serve many cities, not just Buenos Aires. We fly to Mendoza, Tucumán, and just announced a new route from São Paulo to Córdoba," Alvo said.He credited Argentina’s open skies policy and expanded traffic rights for the airline’s continued international growth in the country. "These changes allowed us to relaunch Buenos Aires–Miami, flying from Santiago to Buenos Aires and then on to Miami and back. It reinforces both our presence and commitment to Argentina, which is a core market for us," he added.On the airline’s fleet situation, Alvo acknowledged global supply chain challenges. "Like all airlines, we're facing issues with engine availability and aircraft delivery delays. We want to grow more, and we’re expanding at the fastest rate possible with the fleet we have."He noted that LATAM has not only recovered its pre-pandemic size but surpassed it. "We’ve told the market we expect to close this year with a fleet around 20% larger than in 2019."<section class="noteSuggested" data-id="39132,38784" data-title="You might be interested"></section>Alvo also revealed several upgrades and future milestones:The arrival of the A321XLR in 2027, which will enable new long-range routes currently out of reach.Cabin reconfigurations across the fleet, with short-haul aircraft already updated and 95% equipped with Wi-Fi—LATAM being the only airline in South America offering in-flight Wi-Fi on most short-haul routes.Long-haul aircraft will also be fitted with Wi-Fi and new business class seats that include closing doors, a first in South America. "Two aircraft are already flying with this new configuration, setting a world-class standard for our product," he stated.Reflecting on the decision to host the next IATA AGM in Rio de Janeiro, Alvo called it a major acknowledgment of South America’s aviation progress over the past 25 years—and LATAM's own growth."We’ve tripled the size of our company. Today, we connect South America with all five continents. It was time to bring the industry's most important event back to the region—AGM hasn’t been held in South America since 1999, also in Rio," he noted.<blockquote>Alvo emphasized LATAM's pride in hosting the event: "We’re honored to bring the AGM to one of the most beautiful cities in our region. It’s a chance to talk about connectivity, aviation in South America, and the regulation we need to keep progressing."</blockquote>He concluded by framing the AGM as a recognition of LATAM’s role in regional integration: "We now operate in five countries. We connect South America to itself—40% of all international travelers within South America fly with LATAM. It’s a perfect opportunity to showcase what we can do as a region."

LATAM Airlines CEO Roberto Alvo: "Argentina is Fundamental to Our Network"

The possibility of Copa Airlines adding Puerto Iguazú to its network of international destinations is on the table—though no decision or roadmap has been confirmed. That was the message from the airline’s CEO, Pedro Heilbron, during an interview at the IATA AGM where he discussed the carrier’s expansion plans.Asked specifically by Aviacionline about new destinations in Argentina, Heilbron did not rule out adding one of South America's most iconic tourist hubs. He humorously acknowledged a unique challenge in evaluating the region: “We have to choose between three, it’s difficult,” he said, referring to Puerto Iguazú (Argentina), Foz do Iguaçu (Brazil), and Ciudad del Este (Paraguay), which form the tri-border area.“It’s definitely a very attractive destination. I’ve visited twice and we see its potential,” Heilbron admitted. However, he was also clear that “No decision has been made yet. Its time will come.”<section class="noteSuggested" data-id="39475" data-title="You might be interested"></section>Copa currently connects Panama with over 80 destinations across the Americas, operating nearly 70 weekly flights to Buenos Aires, Rosario, Córdoba, and Mendoza. Before the end of the year, the airline will also resume service to Salta and launch new flights to Tucumán—part of a growing focus on Argentina, which Heilbron called “probably the most dynamic market right now in Latin America.”Within this context, Iguazú emerges as a logical candidate, especially given Copa’s two-decade-old hub model based at Panama’s Tocumen International Airport. Heilbron defended this approach, stating: “We continue adding cities—often those that are hard to connect directly, either due to market size or geographic distance.”<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2019/07/Puerto-Iguazu-obras-jul-2019.jpg" alt="Puerto Iguazu obras jul 2019"><figcaption>Pto. Iguazú Airport</figcaption></figure>Despite the global tourism appeal of the Iguazú Falls and the commercial significance of Foz do Iguaçu and Ciudad del Este, international air service to the tri-border region remains minimal. Today, only JetSMART operates two weekly flights from Santiago. Before the pandemic, LATAM ran daily flights between Lima and Foz do Iguaçu, while Air Europa operated twice-weekly flights from Madrid to Puerto Iguazú via Asunción—though that service may have been discontinued regardless of the pandemic.At present, there are no official announcements, but the interest is evident. Given Copa’s strategy of tapping into underserved secondary cities, a move into Iguazú appears plausible in the medium term.Still, one major barrier looms: aircraft availability. Heilbron repeatedly emphasized that the lack of new aircraft—not the airlines but manufacturers—continues to delay expansion plans. IATA estimates that airlines will receive 26% fewer aircraft in 2025 than initially promised by manufacturers.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2022/12/foz-do-iguacu-foz-de-iguazu-brasil-aeropuerto.jpg" alt="Acurdo de IATA e ISSA para seguridad aérea en Brasil."></figure>“We need more aircraft to do so many things, but yes, we’re always studying other possibilities,” said Heilbron.This situation forces airlines to be even more selective about where to allocate scarce new capacity—prioritizing destinations that offer strong performance, not just full planes. That performance depends on factors like passenger demographics and their willingness to pay, not just tourism volume.In this light, the tri-border area presents added complexity. While its tourism appeal is undeniable, Copa’s services to interior Argentine cities are generally more suited for outbound traffic than inbound. On this front, the Brazilian and Paraguayan sides offer more potential, with a combined population nearing 800,000—compared to around 70,000 in Puerto Iguazú.<figure class="image image-style-align-center"><img src="https://aviacionlinecdn.eleco.com.ar/media/2017/06/Ciudad-del-Este-Aeropuerto-Foto-DINAC.jpg" alt="Ciudad del Este – Aeropuerto – Foto DINAC"><figcaption>«Guaraní» Airport, Ciudad del Este, Paraguay</figcaption></figure>Puerto Iguazú may also struggle to attract travelers from the Argentine northeast, whose residents already largely fly through Asunción—where Copa operates 14 weekly flights.This underlines the importance of coordinated action by local, provincial, and national governments, along with airport authorities, to boost their cities’ competitiveness and secure a share of the much-coveted capacity from global airlines.

Copa Airlines Considers Puerto Iguazú for Future Expansion, But No Decision Yet

La posibilidad de que Copa Airlines sume a Iguazú en su red de destinos internacionales está sobre la mesa, aunque sin decisión tomada ni una hoja de ruta específicamente planteada. Así lo deslizó su CEO, Pedro Heilbron, <a href="https://www.aviacionline.com/una-recorrida-por-las-americas-con-copa-airlines-entrevista-a-pedro-heilbron-ceo-1">durante una entrevista en la IATA AGM</a> en la que abordó los planes de expansión de la aerolínea panameña.Consultado por Aviacionline específicamente sobre nuevos destinos en Argentina, Heilbron no descartó la incorporación de uno de los polos turísticos más importantes de Sudamérica, pero bromeando con una particularidad que vuelve más complejo el análisis: “Ahí tenemos que decidir entre tres, es difícil”, dijo, en alusión a las ciudades de Puerto Iguazú (Argentina), Foz do Iguaçu (Brasil) y Ciudad del Este (Paraguay), que comparten la región de la triple frontera.“Es definitivamente un destino muy atractivo. He estado en dos ocasiones y le vemos potencial”, admitió. Sin embargo, también fue claro al marcar que aún no hay una decisión tomada: “El futuro le llegará a su momento”, concluyó.Actualmente, Copa Airlines conecta Panamá con más de 80 destinos en todo el continente, y en Argentina ya opera casi 70 vuelos semanales a Buenos Aires, Rosario, Córdoba y Mendoza. Además, antes de fin de año retomará los vuelos a Salta y sumará Tucumán, lo que da cuenta de un creciente interés en fortalecer la conectividad con el mercado argentino, al cual calificó como “probablemente el más dinámico ahora mismo en Latinoamérica”.<section class="noteSuggested" data-id="39441" data-title="Puede interesarte"></section>Dentro de ese marco, Iguazú se perfila como una opción lógica, especialmente considerando el modelo hub que la aerolínea mantiene desde hace más de dos décadas con base en el Aeropuerto Internacional de Tocumen. Heilbron defendió ese esquema al afirmar que “seguimos agregando ciudades, en muchos casos, ciudades que son difíciles de conectar de forma directa, ya sea por el tamaño de los mercados o por las distancias involucradas”.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2019/07/Puerto-Iguazu-obras-jul-2019.jpg" alt="Puerto Iguazu obras jul 2019"><figcaption>Aeropuerto de Pto. Iguazú, Argentina</figcaption></figure>El atractivo turístico global de las Cataratas del Iguazú, potenciado por la importancia comercial de Foz de Iguazú en Brasil y Ciudad del este en Paraguay se contradice con la casi nula oferta de vuelos internacionales a la Triple Frontera, hoy reducida a dos vuelos semanales de JetSMART desde Santiago, cuando previo al estallido de la pandemia tenía un vuelo diario de LATAM entre Lima y Foz de Iguazú, además de dos vuelos semanales de Air Europa entre Puerto Iguazú y Madrid (como continuación de un servicio con Asunción), aunque este último quizás igual habría sido suspendido sin pandemia.Por ahora, no hay confirmaciones, pero el interés está planteado. Y tratándose de una aerolínea que en los últimos años ha apostado por ciudades fuera del radar tradicional de los grandes hubs, el desembarco en Iguazú parece una posibilidad a mediano plazo.Al margen del potencial, hay una cuestión clave que Heilbron destacó en varias oportunidades durante la entrevista: la falta de aviones, lo cual, como es sabido, no es responsabilidad de las aerolíneas sino de los fabricantes, que vienen retrasados a nivel global en la entrega de nuevas unidades (IATA estima que en 2025 las compañías aéreas recibirán en promedio un 26% menos de los aviones que los fabricantes habían prometido entregar).<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2022/12/foz-do-iguacu-foz-de-iguazu-brasil-aeropuerto.jpg" alt="Acurdo de IATA e ISSA para seguridad aérea en Brasil."><figcaption>Aeropuerto de Foz de Iguazú, Brasil</figcaption></figure>Precisamente, Heilbron dijo que “faltan aviones para hacer tantas cosas,&nbsp;pero definitivamente sí, estudiamos siempre otras posibilidades”.Esto provoca que las aerolíneas deban tener aún más cuidado en dónde asignar la capacidad extra que logran sumar, privilegiando aquellos destinos que garanticen determinados niveles de rendimiento, lo que no va necesariamente atado a volar con aviones llenos, sino al perfil de los pasajeros y cuánto están dispuestos a pagar por llegar.&nbsp;En ese sentido, la triple frontera puede presentar desafíos extra considerando el tipo de turismo, la permanencia en el lugar, y cómo esto se articula con la posibilidad de que los turistas extranjeros también visiten otros destinos de la región.Y es que, sin negar el atractivo turístico de Argentina (o de las Cataratas del Iguazú) para el mercado internacional, en las ciudades del interior Copa Airlines (así como LATAM o Avianca) sirve más para canalizar tráfico emisivo que receptivo.&nbsp;En ese aspecto, la Triple Frontera tiene más potencial en los lados brasileño y paraguayo, donde la población conjunta roza los 800 mil habitantes, mientras que en Puerto Iguazú viven apenas unas 70.000 personas.&nbsp;<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2017/06/Ciudad-del-Este-Aeropuerto-Foto-DINAC.jpg" alt="Ciudad del Este – Aeropuerto – Foto DINAC"><figcaption>Aeropuerto Internacional «Guaraní» de Ciudad del Este, Paraguay</figcaption></figure>La ciudad argentina quizás tampoco sirva mucho para canalizar tráfico del noreste argentino (liderado por ciudades como Posadas, Resistencia o Corrientes), el cual hoy ya recurre mayormente a Asunción, Paraguay, hacia donde Copa Airlines opera 14 vuelos semanales.Esto en todo caso resaltará aún más la importancia de que los gobiernos locales, provinciales y nacionales, en conjunto con las administraciones aeroportuarias, accionen para mejorar la competitividad de sus respectivas ciudades para lograr captar la preciada capacidad extra de las aerolíneas.&nbsp;Aviacionline se encuentra en Nueva Delhi esta semana para cubrir la 81° Asamblea General Anual de IATA. Además de las notas, pueden seguir nuestra cobertura al instante a través de nuestra cuenta en <a href="https://www.twitter.com">Twitter</a>.

Copa Airlines y los vuelos a Iguazú: “El futuro le llegará a su momento”

En el marco de la Asamblea General Anual de la IATA, que esta semana reúne a las principales figuras del transporte aéreo mundial en Nueva Delhi, el vicepresidente regional para las Américas de la asociación, Peter Cerdá, destacó el giro positivo que está experimentando el sector aeronáutico en Argentina, tras décadas de estancamiento y restricciones estructurales.“Estamos viendo acciones que no habíamos visto durante muchos años: apertura de mercado, eliminación de monopolios, mayor transparencia y colaboración entre actores clave”, afirmó Cerdá, en declaraciones brindadas al margen del evento. “Esto es algo que veníamos reclamando y ahora comienza a hacerse realidad”, continuó.Entre los cambios concretos, el directivo mencionó la llegada de nuevas aerolíneas, el fortalecimiento de la conectividad doméstica e internacional, y el crecimiento de operadores como JetSmart, que se está expandiendo “de una manera positiva”, junto con el regreso de LATAM a rutas como la de Miami y el fortalecimiento de Iberia en el mercado.Cerdá también hizo una evaluación favorable de la evolución reciente de la aerolínea estatal: “Eso es positivo para Aerolíneas Argentinas, que se está saneando como empresa, ha tenido ganancias, está creciendo de una manera positiva y eso al final no solo es bueno para el país, es bueno para la industria, pero es sobre todo bueno para los ciudadanos, los argentinos, que van a tener más opciones de viaje”.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/06/peter_cerda_vp_americas_de_iata.jpeg" alt="Peter Cerdá - VP Americas de IATA"><figcaption>Peter Cerdá - VP Americas de IATA</figcaption></figure>Más allá del impacto en la conectividad, subrayó que este proceso también puede impulsar el ingreso de divisas a través del turismo y los negocios. “Lo que vemos como un objetivo en el futuro es que Argentina se convierta en un país interesante para realizar negocios y para que el turismo vaya creciendo y porque se convierta en un destino importante a nivel mundial”.Consultado sobre el rol institucional y los cambios que hubo en las autoridades en las últimas semanas, Cerdá valoró el accionar coordinado de ORSNA, ANAC y la Secretaría de Transporte Aéreo, destacando su desempeño ante organismos internacionales: “Tuvieron que defender su categoría uno con la Federal Aviation Administration de Estados Unidos, tuvieron una inspección de OACI en unas condiciones muy muy difíciles y delicadas… y superaron bien las dos auditorías”.<div class="raw-html-embed"><blockquote class="twitter-tweet" data-media-max-width="560">"Las acciones que no vimos durante décadas las estamos viendo ahora: acuerdos de cielos abiertos, eliminar monopolios, transparencia, colaboración y comunicación, lo que no teníamos en otras administraciones de gobierno", dice sobre la desregulación del mercado argentino Peter… <a href="https://t.co/V7KzCpvDR2">https://t.co/V7KzCpvDR2</a> <a href="https://t.co/LXxqwYajsg">pic.twitter.com/LXxqwYajsg</a>— Aviacionline.com (@aviacionline) <a href="https://twitter.com/aviacionline/status/1929139439302758674?ref_src=twsrc%5Etfw">June 1, 2025</a></blockquote> <script async="" src="https://platform.twitter.com/widgets.js" charset="utf-8"></script></div>“Yo creo que ese es un buen ejemplo del compromiso que tiene el gobierno para meter recursos y meter gente competente para liderar esas administraciones con gente muy competente que ya llevaba en sus trabajos durante muchos años”, remarcó.Cerdá reconoció también la labor de funcionarios recientemente reemplazados, con quienes “la industria se sentía muy confortable trabajando... grandes profesionales y estamos muy agradecidos por el liderazgo que han dado estas personas en restablecer un sector que sea fuerte”.Entre los desafíos pendientes, remarcó la urgencia de mejorar la infraestructura aeroportuaria más allá del AMBA: “Tenemos que mejorar la infraestructura de los aeropuertos secundarios, grandes oportunidades tenemos en Argentina”.En ese sentido, sostuvo que “Buenos Aires va a seguir siendo el punto de entrada principal”, pero insistió en la importancia de desarrollar terminales como Mendoza, Córdoba o Rosario, donde “vemos grandes oportunidades de competitividad doméstica e internacional”.Aviacionline se encuentra en Nueva Delhi esta semana para cubrir la 81° Asamblea General Anual de IATA. Además de las notas, pueden seguir nuestra cobertura al instante a través de nuestra cuenta en <a href="https://www.twitter.com">Twitter</a>.

"Se están haciendo cosas que no veíamos en décadas”: aerolíneas elogian la apertura del mercado aéreo argentino

<a href="https://www.aviacionline.com/llega-jetsmart-go-a-la-argentina-el-streaming-de-vuelos">JetSMART </a>vuelve a ubicarse como la segunda aerolínea en Argentina durante abril de 2025, desplazando al tercer lugar a FlyBondi. La ultra low cost chilena vuelve a ganar terreno en el mercado doméstico argentino después de casi tres años.La Administración Nacional de Aviación Civil de Argentina presentó los resultados del movimiento de tráfico aéreo en el país, revelando un crecimiento de más del 100% de JetSMART en pasajeros transportados dentro del territorio nacional, con respecto al mismo mes de 2024. También la compañía chilena tuvo un crecimiento de un 5% en la ocupación de sus vuelos, igualando en un 84% con FlyBondi.Durante abril de 2025, viajaron 1.341.594 pasajeros en vuelos comerciales domésticos. Aerolíneas Argentinas se ubica en el primer puesto con 812.395 pasajeros transportados, le sigue JetSMART con 302.149, FlyBondi con 218.108, Andes 4.631, American Jet 1.790 y otras compañías 2.521. &nbsp;La participación del mercado de cada aerolínea se reparte entre un 61% para Aerolíneas Argentinas, 23% para JetSMART, 16% FlyBondi, y menos del 1% para el resto de las compañías.&nbsp;<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/05/cuota_de_mercado_de_aerolineas_nacionales_abril_2025.png" alt="Cuota de mercado de aerolíneas nacionales (Abril 2025)"><figcaption>Cuota de mercado de aerolíneas nacionales (Abril 2025)</figcaption></figure>JetSMART es la empresa que mayor crecimiento registró en abril de 2025, comparado con 2024, con 110,53% más de pasajeros. En 2024, la ultra-low cost transportó 135.772 pasajeros en vuelos domésticos, con un factor de ocupación del 74%, este año superó los 300 mil pasajeros con una ocupación promedio del 84%.En cuanto a su principal competidora, FlyBondi, en abril de 2025 experimentó una caída del 32,87% de pasajeros transportados a nivel nacional, con respecto al año anterior. En el mismo mes de 2024, la aerolínea transportó 276.587 pasajeros, con un factor de ocupación del 84%, mientras que en 2025 transportó 218.108 personas con el mismo factor de ocupación.<figure class="image"><img src="https://aviacionlinecdn.eleco.com.ar/media/2025/05/movimiento_de_pasajeros_en_el_mercado_domestico_de_argentina_fuente_anac.png" alt="Movimiento de pasajeros en el mercado doméstico de Argentina (Fuente ANAC)"><figcaption>Movimiento de pasajeros en el mercado doméstico de Argentina (Fuente ANAC)</figcaption></figure>Sin dudas, el crecimiento de JetSMART no genera sorpresa en el sector aerocomercial, sino que probablemente cumple con los pronósticos que se han establecido. Este aumento en la cuota de mercado tiene su raíz en diversos factores propios y ajenos a la aerolínea.En primer lugar, hay que destacar que JetSMART comenzó a operar con tres aeronaves Airbus A321neo en vuelos domésticos en Argentina. Estas aeronaves pueden transportar hasta 54 pasajeros más que los A320 y fueron programadas en los destinos de mayor demanda como Salta, Córdoba, Mendoza y Bariloche. Otro factor fue el incremento de algunas de sus frecuencias clave y la incorporación de un A320neo adicional, elevando su flota a 15 aeronaves.En cuanto a factores externos, FlyBondi terminó los contratos de arrendamiento ACMI de cuatro aeronaves, lo que redujo significativamente su capacidad y obligatoriamente algunas frecuencias y destinos en su red. La flota de la principal competidora de JetSMART paso de 19 aeronaves a 15, sin tener en cuenta los aviones que la aerolínea mantiene en tierra por mantenimiento programado y otras fallas.

JetSMART desplaza a Flybondi y se consolida como la segunda aerolínea en Argentina

JetSMART desplaza a FlyBondi como segunda aerolínea en Argentina

Damián Toscano, que hace una década fundó Alas del Sur —que nunca llegó a operar y fue vendida al fondo estadounidense Indigo, dueño de JetSmart— ahora está detrás de Domus Airways, una nueva compañía que promete conectar Buenos Aires con Miami y otros destinos internacionales, ofreciendo exclusivamente asientos de business y premium economy.La flamante empresa fue autorizada por el Gobierno esta semana a través del Boletín Oficial, y aunque todavía no cuenta con aviones ni personal, el plan está en marcha. La propuesta: operar vuelos de medio a largo alcance con tres aviones Airbus A220-100 configurados para llevar apenas 60 pasajeros, todos en clases premium. Los pasajes, anticipan, costarán desde US$ 2.000.&nbsp;Resta ver cómo esta configuración reducida permite ampliar el alcance estándar del A220-100, de las 3.600 millas náuticas con 135 pasajeros a las 3.800 de, por ejemplo, la ruta Buenos Aires-Miami.<section class="noteSuggested" data-id="39348" data-title="Puede interesarte"></section>De esta forma se transformarían en la primera aerolínea de Latinoamérica con una oferta 100% premium, un modelo que viene llevando adelante desde hace una década La Compagnie en el mercado del Atlántico norte, uno de los más competitivos del mundo, en donde naturalmente hay una importante demanda del segmento premium que da la posibilidad de explotar un nicho como ese. También serían los primeros operadores del A220 en la región.“Esta vez la vamos a hacer volar”, aseguró Toscano en diálogo con el diario Clarín de Buenos Aires. Según explicó, la clave estará en la eficiencia de aviones de pasillo único —normalmente usados para tramos más cortos— que, al ser adaptados para menos pasajeros, permitirán reducir costos operativos sin resignar confort.Domus tiene autorización para unir Buenos Aires no solo con Miami, sino también con ciudades del interior argentino y de América Latina, como Lima, Bogotá, Río de Janeiro, Montevideo y Punta del Este. Sin embargo, para ver esos aviones en el aire habrá que esperar: la operación regular podría concretarse recién hacia 2027, dijo Toscano.Mientras tanto, el empresario planea iniciar antes con vuelos charter al Caribe, alquilando aeronaves con configuración económica bajo otra marca aún no revelada. El objetivo, sin embargo, sigue siendo el modelo premium de Domus.Detrás del proyecto, asegura Toscano, hay inversores estadounidenses, y profesionales con experiencia en empresas como American, Virgin Atlantic, LATAM y Aerolíneas Argentinas y, según declaraciones reproducidas por La Nación, “una relación de trabajo con Airbus”.&nbsp;“Vamos a ser un caso testigo en América Latina, con vuelos de largo alcance en aviones de un solo pasillo”, prometió Toscano.

Desde Argentina proyectan la primera aerolínea 100% premium de Latinoamérica

The Argentine government, through its ambassador to Israel, Axel Wahnish, has signaled the potential launch of direct flights between Buenos Aires and Tel Aviv. The formal announcement is expected to be made by President Javier Milei during his official visit to Israel, scheduled for June 10–12.Ambassador Wahnish first revealed the news, highlighting the symbolic importance of this potential air link. “We are going to announce the direct flight from Tel Aviv to Buenos Aires,” he said, describing the initiative not as a technical detail but as a symbolic gesture of unity between the two peoples. He emphasized that such a route would mark “a turning point” by boosting economic, tourism, and cultural ties, adding that he once considered such a project “impossible.”In statements to Radio Mitre, Wahnish confirmed that the flights would be operated non-stop by Israeli flag carrier El Al, with an estimated flight time of 15 to 16 hours. Given the route’s length—more than 12,000 kilometers—El Al would likely deploy its Boeing 787-8 or 787-9 Dreamliner fleet, or its remaining Boeing 777-200ER aircraft, all of which have the range to cover the distance between Tel Aviv and Buenos Aires Ezeiza International Airport. The 787-9, for example, has a published range of around 14,000 kilometers, while the 787-8 can fly approximately 13,500 kilometers—both sufficient for the projected journey.Wahnish also detailed the government-level discussions behind the initiative, including his direct involvement with Israeli Prime Minister Benjamin Netanyahu to advance the project. “It was a conversation I had with the Prime Minister. I told him we need to demonstrate the bond we share,” Wahnish said. He attributed the momentum to President Milei’s “very strong humanitarian stance with Israel,” calling the proposed route “a very concrete show of that.” The ambassador described Netanyahu’s response as swift: “After a 10-minute chat, he picked up the phone and activated the flight.”<div class="raw-html-embed"><blockquote class="twitter-tweet">Tuve el honor de reunirme hoy con el Primer Ministro de Israel, <a href="https://twitter.com/netanyahu?ref_src=twsrc%5Etfw">@netanyahu</a>. En la charla conversamos acerca de 4 puntos centrales: 1. La liberación de los secuestrados, incluidos obviamente los argentinos. 2. La próxima visita del presidente <a href="https://twitter.com/JMilei?ref_src=twsrc%5Etfw">@JMilei</a>. 3. La firma del Memorándum… <a href="https://t.co/9faFEi2IQI">pic.twitter.com/9faFEi2IQI</a>— Axel Wahnish (@axelwahnish) <a href="https://twitter.com/axelwahnish/status/1890406007257395392?ref_src=twsrc%5Etfw">February 14, 2025</a></blockquote> <script async="" src="https://platform.twitter.com/widgets.js" charset="utf-8"></script></div>Wahnish explained that El Al’s potential selection as the operating airline is due to the need for significant governmental and financial support at the outset.The backdrop for this potential announcement will be President Milei’s state visit to Israel, during which he will also receive the so-called “Jewish Nobel Prize” and sign a bilateral cooperation memorandum focused on counterterrorism efforts. The visit is seen as part of Argentina’s strong, ongoing support for Israel, particularly in the wake of the events of October 7, 2023.

Argentina and Israel Eye Launch of Direct Flights Between Buenos Aires and Tel Aviv

The Argentine Air Force (FAA) has formally initiated an International Public Tender aimed at acquiring an Embraer ERJ aircraft. The tender, dated May 30, 2025, is open to bids for either an Embraer ERJ-140 or ERJ-145, which will be registered under Argentine civil aviation regulations.This initiative, listed under process number EX-2025-47131427-APN-DAM#FAA, invites interested parties to submit proposals via the FAA’s COMPREX portal (comprex.faa.mil.ar) using procedure 40/03-002-LPU25. The deadline for submissions is June 13, 2025, at 12:00 PM Washington D.C. time.<h3>Aircraft Specifications</h3>According to the technical requirements outlined in Annex II of the tender documents, the selected ERJ aircraft must be powered by AE3007 turbofan engines. The ERJ-140 must have a minimum seating capacity of 43 passengers, while the ERJ-145 must seat at least 49.The aircraft and all equipment must carry a Type Certificate issued by Argentina’s National Civil Aviation Administration (ANAC) or the European Union Aviation Safety Agency (EASA). Maintenance services must be provided by a Repair Station (TAR) certified by either ANAC or EASA.Avionics requirements include dual flight management systems (FMS) UNS ILW or higher, a traffic collision avoidance system (TCAS II Version 7.1 or higher), and a ground proximity warning system (GPWS). Additional features such as ADS-B Out and Enhanced GPWS (EGPWS) will be considered advantageous.The aircraft must be delivered with complete technical documentation, including manuals, maintenance records, and an Export Certificate of Airworthiness. FMS software must be free of any anticipated support or upgrade limitations for at least 12 months post-delivery.The FAA requires that the aircraft be delivered without any deferred maintenance issues, even those allowed under the Master Minimum Equipment List (MMEL). The implementation schedule proposed by the bidder must not exceed 90 days from the aircraft’s induction, covering all inspections and updates. Additionally, the aircraft must be repainted in FAA livery, with complete removal of existing paint and application of new markings in both English and Spanish.<h3>Tender Process</h3>Proposals must be submitted in two separate compressed digital files: the Technical Offer (LPE47131427T) and the Economic Offer (LPE47131427E). Any financial information sent outside of the designated portal or directly to officials will disqualify the bidder.Prices must follow EXW (Ex Works) Incoterms, inclusive of all administrative, financial, and insurance costs. The contractor is responsible for all transportation, insurance, and storage expenses until final handover, following a turnkey delivery model.The FAA already operates Embraer ERJ-family aircraft. In recent years, it acquired ERJ-140LR units primarily for passenger transport and liaison duties under the II Air Brigade in Paraná, Entre Ríos, and the Presidential Air Group.The first, registered as T-95 and named “Vuelo del Pampero”, previously flew for American Eagle between September 2003 and April 2014. It is configured with 44 seats. The second, “Paloma Gaucha” (T-96), also an ex-American Eagle aircraft, was received on February 15, 2024, just 13 days after the T-95.These acquisitions reflect the FAA’s ongoing efforts to modernize its transport fleet and enhance mobility for both military personnel and government officials. This new tender signals a continued commitment to the Embraer ERJ platform as a key logistical asset.

Argentine Air Force Launches International Tender to Acquire Embraer ERJ Aircraft

JetSMART Argentina has confirmed a major expansion of its domestic operations, managing to double its offered capacity in less than a year and solidifying its position as the country’s second-largest airline. The ultra-low-cost carrier now commands a 22% market share in available seats, surpassing Flybondi’s 16%, its closest competitor by segment and market share. The airline plans to continue growing in 2025 with the addition of more aircraft.JetSMART currently operates a fleet of 15 Airbus aircraft in Argentina, including the first three A321neo jets with 240 seats to be used in commercial service in the country. This marks a sharp increase from the eight aircraft it operated in early 2023. The company expects to end 2025 with 17 aircraft—a 112% increase in fleet size compared to January 2023. With an average fleet age of 3.1 years, JetSMART maintains one of the youngest fleets in South America.<blockquote>JetSMART Founder and CEO Estuardo Ortiz stated that the company continues to “believe in and invest in Argentina. Having doubled our domestic market offering in less than a year, today we are the #2 airline in the country.” Ortiz also praised “the government’s progress in modernizing aviation regulations and stabilizing the currency market—key elements of growth that are making Argentina more competitive in South America.”</blockquote>As part of this growth, JetSMART announced a new direct international route connecting Córdoba with Rio de Janeiro (Galeão). This move enhances federal connectivity by eliminating the need to route through Buenos Aires. It adds to JetSMART’s network of 17 active domestic routes, including interprovincial links such as Salta–Neuquén, Mendoza–Bariloche, and Mendoza–Salta, as well as new destinations like Trelew and Resistencia. Regionally, the airline already operates flights from Argentina to Chile, Peru, and Paraguay.The airline’s total investment in Argentina now exceeds $750 million, covering assets, infrastructure, and fleet. This is reflected in a strong rise in passenger numbers: JetSMART carried 99% more passengers in the first four months of 2025 compared to the same period in 2024. “We’ve already invested more than $750 million and will continue expanding connectivity and employment in the country. For this, access to operational infrastructure at Aeroparque and efficient use of those assets is essential,” said Ortiz.On the operational front, aviation analytics firm Cirium recognized JetSMART as Argentina’s most punctual airline in April 2025, with 87.5% of its flights arriving on time. The airline highlights this consistency month after month. Sources close to its operations point to high aircraft utilization—averaging 12.7 hours per day—and a streamlined staffing model per aircraft as key efficiency drivers.Regarding the competitive landscape, Ortiz concluded that “it’s essential to ensure a level playing field for all airlines and to establish modern, efficient regulations that allow the sector to grow competitively, making full use of airport infrastructure—especially Aeroparque.” JetSMART hopes that new regulations, such as the option to operate aircraft with foreign registration under certain conditions and the standardization of crew rest periods, will foster a more dynamic and competitive market.

Argentina

No emergency, just paperwork: Why Boliviana de Aviación’s OB708 detoured over the Atlantic

Argentina simplifies airline licensing: financial declarations now replace full documentation requirements

Pilotos advierten que nueva medida "compromete de manera directa a la seguridad operacional de la aviación argentina"

"Cuestión técnica, no gremial": el gobierno argentino defiende la modificación de los tiempos de descanso

Argentina enacts new regulation for civil aviation crew duty and rest limits

Argentina authorizes LEVEL to operate Buenos Aires–Barcelona flights under its own AOC

Andes Líneas Aéreas receives Boeing 737-700 LV-ARR, expanding charter fleet

Aerolíneas Argentinas resumes direct flights between Córdoba and Posadas

Aerolíneas Argentinas Pilots Announce Strike for June 10 Over Contract Disputes and Safety Concerns

LATAM Airlines CEO Roberto Alvo: "Argentina is Fundamental to Our Network"

Copa Airlines Considers Puerto Iguazú for Future Expansion, But No Decision Yet

Copa Airlines y los vuelos a Iguazú: “El futuro le llegará a su momento”

"Se están haciendo cosas que no veíamos en décadas”: aerolíneas elogian la apertura del mercado aéreo argentino

JetSMART desplaza a FlyBondi como segunda aerolínea en Argentina

Desde Argentina proyectan la primera aerolínea 100% premium de Latinoamérica

Argentina and Israel Eye Launch of Direct Flights Between Buenos Aires and Tel Aviv

Argentine Air Force Launches International Tender to Acquire Embraer ERJ Aircraft

JetSMART Argentina Doubles Domestic Capacity and Becomes Second-Largest Airline in the Country

Más Leídas de Argentina

No emergency, just paperwork: Why Boliviana de Aviación’s OB708 detoured over the Atlantic

Argentina simplifies airline licensing: financial declarations now replace full documentation requirements