All Nippon Airways is taking supply-chain issues in its stride and remains confident in the ability of the major OEMs to deliver the aircraft it needs to fulfil its growth strategy. The Japanese airline's president Juichi Hirasawa projects confidence that, given its large orderbook with Airbus, Boeing and Embraer, it has enough capacity to deliver its plan to grow international capacity 30% by the end of the 2030 fiscal year, even if some of those new aircraft are not delivered on time. "If there is a delay from Boeing or any other [manufacturer], we will delay the retirement of the current fleet so that it will not impact our operational plans," he said through a translator during a 7 June briefing at the IATA annual general meeting in Rio de Janeiro. Fleets data shows that ANA has 117 aircraft on order, including 16 Boeing 777-9s, 15 Embraer E190-E2s and 17 Airbus A321neos. More immediately, Hirasawa says the airline has still been navigating supply-chain and MRO issues, but the situation has been improving with fewer AOGs (aircraft on the ground) in its system. "There are AOGs on certain engines, but it is definitely getting better. So, we are having less AOGs at the moment, so that's one thing," he says. "If, in future, we continue to have an AOG, we have enough aircraft that can actually fly for that AOG aircraft, so we don't think that the supply chain or the AOG or engines will affect our operational plans." The carrier has in storage four A321neos powered by Pratt & Whitney geared turbofan engines, along with three 787s. Hirasawa says passenger demand on both international and domestic networks "is very strong for us, and we expect this to continue, and although the fuel prices are going up, so our fuel surcharge is actually going up", adding: "We don't expect this to have an impact on the demand for both domestic and international routes." He reaffirms ANA's view that fuel costs will start coming down during the second half of its fiscal year, which runs from October to March.

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.