Airports in Venezuela will need to modernise to manage expected growth, in the view of Peter Cerda, IATA's Americas regional vice-president. "The infrastructure [in Venezuela] is sufficient with the current trend in the increase [in air transport in that country], but it is going to be a priority for our industry to make sure that Caracas and the other secondary airports continue to evolve as modern airports with the right level of technology usage [and] the right level of infrastructure," Cerda said on 6 June at the IATA annual general meeting in Rio de Janeiro. Capacity for flights to and from Venezuela in June is up 15% versus June 2025, Cirium schedules data shows. "Several airlines have already announced new flights to Venezuela from the Middle East, from North America, from parts of South America," Cerda says. On 3 January, the US Department of War disclosed that it had captured Venezuelan president Nicolas Maduro "following a successful overnight joint US military extraction" in Caracas. Three months later, in April, American Airlines launched daily nonstop service between Miami and Caracas. The US major started operating flights to Venezuela in 1987 before suspending services in May 2019. In May, JetBlue disclosed that it intended to launch nonstop flights between Fort Lauderdale and Caracas later this year, marking its first-ever service to Venezuela. Cerda notes that IATA will be focusing first on achieving top safety ratings from the US Federal Aviation Administration and EASA for Venezuela flights, and second on putting "the right policies in place with the Venezuelan government". "[Policies are needed] so air transport [in Venezuela] can continue to grow and we can continue to invest in the right infrastructure for our airports," Cerda says. "Regardless if the airports will be concession[-based] or they remain under the government, it will still be a priority for the region."

Wizz Air is warning it could have no choice but to close its Belgrade base from November 2026, accusing Serbian authorities of introducing measures that "force" it out of the market. The Hungarian low-cost carrier says it "strongly condemns" what it argues is a breach of Serbia's obligations under the European Common Aviation Area Agreement, complaining that the planned regulatory changes will reduce competition, connectivity and consumer choice. The dispute centres on new rules governing foreign carriers, as outlined in March, according to local news service Vreme, which quotes a stipulation that "in the event that an international agreement enables air carriers of contracting parties to perform regular public air transportation with the use of third and fourth freedom of aviation rights, approval is issued for flights that begin and end on the territory of the country that authorised the foreign air carrier". This means that if a foreign airline wants to fly in and out of Serbia, the flight must either start or end in that airline's home country. Wizz claims this would effectively force it to cease base operations in the Serbian capital. The airline says it has invested hundreds of millions of euros in Serbia since launching operations in 2010, carrying more than 14 million passengers and building a network of 29 routes to 26 cities in 10 countries. It highlights the benefits to Serbia's state-backed flag carrier, and urges the European Union to ensure that Serbia is in compliance with international commitments. However, Serbia's civil aviation regulator rejects Wizz's complaints, stating that no airline has been denied the right to operate flights between Serbia and EU member states or to open new routes in line with existing agreements. The regulator says the changes do not restrict traffic rights but instead represent an adjustment of the regulatory framework applied equally to all carriers. It adds that it operates "professionally, impartially and in accordance with domestic and international regulations", with full respect for competition principles. Wizz stresses that it remains committed to Serbia but is urging authorities to reverse course, warning of potential long-term damage to the country’s connectivity.

Lufthansa subsidiary Swiss is evaluating options for how it can resume flights to London City with its own aircraft, after deciding last year to temporarily ground its Airbus A220-100 fleet. The airline has no other aircraft approved for London City's steep-approach requirement. Daily flights to the UK airport from Zurich are being operated for Swiss by compatriot partner Helvetic Airways under a long-standing wet-lease agreement. Zurich-based Helvetic operates the route with Embraer E190-E2s and E195-E2s using Swiss flight codes, Cirium data shows. "Our co-operation with Helvetic enables us to ensure Switzerland's connection to London City," Swiss tells Cirium. "Whether and when we will resume operating London City with our own aircraft and crews depends on further technical and operational developments. We are unable to give a specific date at this stage." British Airways additionally operates on the London City-Zurich route, with first-generation E190s. "We want to operate as many flights as possible with our own fleet and our own crews," Swiss adds. But it acknowledges that "due to engine issues and a tight supply of spare parts, we are currently reliant on operating certain routes on a wet-lease basis [to] maintain a stable flight schedule". In October 2025, Swiss disclosed a plan to ground its nine A220-100s, "initially" for 18 months, and use the aircraft's Pratt & Whitney PW1500G engines to keep its fleet of 21 A220-300s serviceable. Swiss said at the time that its A220-100s would be gradually removed from service in the run-up to summer 2026. Cirium data lists three A220-100s in service with Swiss. Its other six are in storage. Three of these are stored in Toulouse, Swiss says. It confirms that two of the stored aircraft (HB-JBC and HB-JBD) will be parted out. "We are securing around 2,000 selected parts, as well as the engines, for our own spare parts inventory. We are selling the other components on," it says. HB-JBC and HB-JBD were built in 2016 and were among the first A220s to join Swiss's fleet. The airline was launch operator of the A220-100, at the time still under its previous Bombardier CSeries branding. Swiss says it has made "no long-term decision" about the future of its remaining A220-100 fleet. "The current prioritisation of the A220-300 is primarily intended to stabilise operations and ensure economically sound planning." Asked whether it sees the possibility of an A220-300 steep-approach approval for London City, or of flying there with A320neos under a new required-navigation-performance procedure for which the airport has sought regulatory approval, Swiss responds that these options are part of "internal strategic considerations". It adds: "Our aim is to plan our network in such a way that we reliably ensure connections from Switzerland – and this includes London City. We are constantly reviewing exactly how we will implement this in future in terms of operations, technology and regulation." In addition to the partnership with Helvetic, Swiss has sourced A220-300s from Air Baltic under the Latvian carrier's wet-lease agreement with Lufthansa Group.