Mexico Needs Long-Term Plan for Metropolitan Airport System

Mexico’s metropolitan airport system is experiencing operational inefficiencies due to insufficient long-term planning, experts warn. Juan Carlos Machorro, partner at Santamarina & Steta and specialist in aviation law, stated that “the lack of planning and the wave of improvisation around the Metropolitan Airport System has cost the country significantly.” Speaking at the First Dialogue on Airport Services in the Valley of Mexico, organized by the Centro de Estudios Espinosa Yglesias, Machorro emphasized that without a strategic pause and structured plan, these inefficiencies are likely to persist.

Currently, Mexico operates three major airports—Mexico City International Airport (AICM), Felipe Ángeles International Airport (AIFA), and Toluca International Airport (AIT)—within the same airspace, yet these facilities do not function as an integrated system. “Currently, there is a public policy in place, at least until 2030, that does not move toward establishing a true hub airport,” Machorro explained. Authorities prioritize AICM and AIFA operations while limiting Toluca’s capacity, creating traffic imbalances and underutilization of existing infrastructure.

Machorro stressed the importance of effective planning to optimize airport performance and align operations with long-term policy objectives. Aviation contributes roughly 3% of Mexico’s GDP, with each airport handling one million passengers generating about 1,000 direct and 3,000 indirect jobs. “If we want to look to the future, we must assess current capacity and allocate resources efficiently. For AICM, this means restoring technical and operational support that has been neglected,” he said.

Proposed Measures for 2030 and Beyond

Machorro outlined specific measures to enhance airport performance before 2030. He recommended restoring AICM’s operational capacity to previous levels, citing a reduction from 61 to 44 operations per hour without technical justification. He also proposed reinstating the airport’s primary revenue source, the Airport Use Fee (TUA), which represents 65% of AICM’s income. This fee was removed during the administration of President Enrique Peña Nieto to fund the construction of Terminal 2 and the canceled Texcoco airport project. Restoring these funds is essential to support technical investments and ensure operational efficiency.

Regarding Toluca International Airport, Machorro argued for reintegration into the operational network. “AIT should return to active operations, as there remains a viable market in western Mexico City that can utilize this terminal,” he said. Looking beyond 2030, he called for a comprehensive policy framework that includes all aviation stakeholders and reconsiders the long-term structure of the system. “After 2030, the question will be what role the Mexican state wants to play in aviation, to ensure a dignified airport and a true hub model,” he added.

The discussion underscores the need for Mexico to define a strategic vision for its airports, balancing operational capacity, revenue streams, and infrastructure investment with long-term industry objectives. Experts agree that without structured planning and a coordinated hub strategy, the Metropolitan Airport System will continue to operate below potential, limiting economic and employment benefits associated with aviation growth.

Airspace Constraints and Operational Risks

Mexico City’s airspace faces additional challenges due to geography. Surrounded by mountains, the northern corridor serves as the primary entry point for aircraft, creating a bottleneck for aviation activity. José Alfredo Covarrubias, secretary general of the Sindicato Nacional de Controladores del Tránsito Aéreo (Sinacta), said, “That airspace cannot be expanded, and now AICM, AIFA, Cuernavaca, Puebla, Toluca, Atizapán, and Tehuacán all share it. On the ground, it may not be visible, but controllers see this saturation every day.”

Conflict points—areas where aircraft paths intersect—have doubled in recent years, according to Sinacta. Upcoming events such as the World Cup could raise operational alerts from yellow to orange or red due to increased passenger volumes at AICM. Covarrubias added, “What would be the limit? We don’t know, and we hope never to know it, because when that limit is reached, an accident will occur. The conflict points increased due to a redesign that failed, but fortunately, we are working on it.”

The last airspace redesign was implemented by the Secretaría de Infraestructura, Comunicaciones y Transportes (SICT) with support from French firm NavBlue in 2021. Initially covering AICM and Toluca, AIFA was added a year later. While intended to streamline operations, experts say the redesign contains structural flaws. María Larriva, an air traffic specialist, said, “This redesign has major safety flaws. Some parts of the airspace were neglected, and planes are operating without proper separation, increasing the workload for controllers. It is urgent to review this design.”

Sinacta is collaborating with federal authorities to implement a comprehensive redesign, including Cuernavaca and Puebla airports. However, the plan will not be ready before the World Cup, with completion expected by October. In the meantime, controllers must manage high traffic volumes under existing constraints, balancing safety and operational efficiency.

Workforce Shortages and Passenger Volume Pressures

A major compounding factor is the shortage of trained air traffic controllers. Mexico has around 1,000 controllers, but Sinacta estimates a deficit of at least 500, increasing workload and operational risk. Passenger volumes highlight the pressure: AICM handled 50 million passengers in 2019, declining slightly to 44.5 million by 2025, while AIFA managed 7 million travelers in the same period. Despite stable market demand, two active international terminals increase operational complexity and stress on controllers managing intersecting flight paths and congested urban airspace.