News / Confusion in Mexican air cargo charter market from US curbs on carriers

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UPDATED 25 JULY 09.52 GMT TO INCLUDE Eric Giangiordano of Stratagem Aviation COMMENT

UPDATED 24 JULY 14.07 GMT TO ADD US DoT RESPONSE

Confusion reigns in the Mexican charter market, since the US placed restrictions on its airlines, claiming its neighbour had violated the US-Mexico Air Transport Agreement (ATA).

And it could lead to significant disruption, say observers. 

The industry is calling for clarification over one restriction in particular: that a list of more than 20 carriers must file applications to operate ‘large’ charters at least 30 days in advance, and can no longer fly ‘urgent’ charters. 

“This is a significant pain point for our members and the broader industry right now,” said Brandon Fried, head of the US Airforwarders Association. 

“The US DoT’s recent restrictions, particularly the requirement for a 30-day notice for charters from certain Mexican carriers, have created immense confusion and operational hurdles.  

“It makes urgent charters virtually impossible, which severely impacts the movement of time-sensitive goods. The lack of clarity around which airlines are specifically listed, and the general uncertainty among carriers and brokers, is a major problem,” he added. 

“From our perspective, this situation is causing significant disruption to cross-border trade flows that rely on flexible air cargo solutions. The ambiguity and the restrictive notice period are hindering efficient logistics and adding unnecessary complexity and cost.” 

However, negotiations between the two countries seem to be under way in order to get some clarity. 

The US DoT told The Loadstar: “This applies to all proposed charters operated by Mexican carriers using large aircraft, which are identified on the first page of Order 2025-7-10. We’re not requiring advance approval from Mexican airlines that are only flying small planes on charter routes between Mexico and the U.S., as explained in Order 2025-7-10.”

It added: “DoT is prepared to consider urgent applications on a case-by-case basis.”

According to Eric Giangiordano of Stratagem Aviation, “large” aircraft refer to, in cargo, a “separate payload limit of 7,500# —above which operations fall under Part 121.

“The 12,500# MTOW threshold applies to only a few legacy aircraft (e.g., early SA226 Metroliners, King Airs). Otherwise, even “light” cargo jets like the Lear 35, and the workhorse “midsize” types like the EMB-120, Saab 340, and Falcon 20, exceed that.

“Given that the DoT Order targets larger Mexico-flagged commercial operators flying larger aircraft (but also names Aeronaves TSM, a key operator in US–Mexico auto supply chains that does not even operate widebody aircraft), it’s likely the true intent was to address “larger” narrow and widebody cargo aircraft.

“In short, DoT will need to clarify its terminology and enforcement scope as this policy evolves.”

Luis Ramos Cabrero, CEO of Awesome Cargo – which is on the list – told The Loadstar: “We don’t know [what’s happening]. Negotiations between our DoTs are ongoing, and these things tend to change. 

“The industry will be notified of what the final requirements are for Mexican carriers.” 

The DoT confirmed: “Both Orders describe in detail the reasons that the Department took this action, and we look forward to working with the Government of Mexico to address these issues so that US carriers can fully exercise the rights available to them under the Agreement.”

Robert van der Weg, CEO of freighter operator Mas, said the carrier rarely operated urgent charters into the US, but said Mas would be impacted by the rule that all Mexican airlines must file with the DoT, before 29 July, plans for all their schedules into the US, including codeshares.   

“We are still studying the effects, but for now it seems there are more filing requirements.  

“We can’t be sure how the negotiations between the two governments will unfold, however it’s clear we hope for the overall trade environment to become more easy instead of more complicated.” 

Even charter brokers are uncertain of the situation. 

“Normal lead time for a regional charter to/from US and Mexico would typically be same day or within a few hours, as many cargo charter airlines engaged in cross-border traffic have standing operating authority with both the US DOT and Mexico AFAC to operate under a ‘notify only’ policy,” said Jack Burt, SVP cargo Americas for Chapman Freeborn. 

“We did speak to one Mexican-based airline this morning which confirmed it does have standing operating authority to operate ad hoc charters to/from US as normal.” 

But he added: “In my experience this can be a ‘chest-pumping’ exercise that happens periodically between countries as a way to flex certain policies and bilateral relations. Let’s see what happens.” 

The US and Mexico have bickered over air transport for a while, explained TIACA. In 2021, the FAA downgraded Mexico to Category 2, meaning that the country’s airlines can’t initiate new services and are restricted to existing services to the US while corrective actions are under way.

Mexico, for reasons of congestion, then restricted both domestic and foreign operators at MEX, a near 20% reduction, while freighters were barred from the airport, and sent instead to Felipe Ángeles International Airport (NLU). 

“This had quite an impact, considering over 55% of Mexican freight arrives on freighters,” said Glyn Hughes, director general of TIACA. 

“The latest policy statements issued by the US DoT will have some impact on cargo operations.” 

IATA meanwhile has called for the two countries to urgently “engage in dialogue”, and called on Mexican authorities to adhere to the World Airport Slot Guidelines (WASG).  

“The US-Mexican aviation market is one of the largest between neighbouring countries in the world and a key driver for both economies. It is therefore essential that both sides engage in urgent dialogue to seek balanced and constructive solutions for all involved”, said Peter Cerda, IATA’s regional VP for the Americas.  

Until the two countries start to talk, cross-border operations will be challenging. 

“Mexico had been experiencing great air cargo growth until the end of 2024, including transit cargo destined for the US.  But with US and Mexican-issued tariffs impacting inbound ecommerce, demand has weakened and these new restrictions add a further layer of bureaucracy on air cargo operations, adding time and cost,” said Mr Hughes. 

Mr Fried added: “We are actively monitoring this situation and engaging with relevant authorities to seek clarification and advocate for solutions that support the efficient and reliable movement of air cargo between our two nations.” 

Mexico’s aviation authority said: “The Mexican Government reaffirms its commitment to safe, efficient, and competitive aviation that meets the needs of users, promotes the development of the sector, and strengthens international connectivity. Within this framework, it will continue to work in coordination with all stakeholders—airlines, foreign authorities, and international organizations—to ensure that the decisions adopted translate into tangible benefits for passengers and sustainable growth for the airline industry.”