Since 28 February 2026, air traffic across the Middle East has been heavily disrupted. During the first few months after the initial US-Israel attack on Iran, many of the airspaces in the region were closed more often than not. Yet even once the shutdown was over, the aviation industry encountered numerous hurdles on the way to recovery.

While at the time of writing, airports across the Gulf are accepting arrivals and departures again, international carriers are slow to return. Local airlines have been rebuilding their schedules for a while but travellers relying on Asian, European, and North American operators thus need to be patient.

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British Airways is one of the international airlines that are cautiously planning a return to the Middle East. While flight routes were initially scheduled to resume one 1 fully 2026, that deadline has been pushed several times. The first connection to be reinstated was the route to Doha, which opened again on 2 September 2026 and offers one daily flight.

The next flight route set to resume is the one to Tel Aviv. As of 25 October 2026, the airline is planning to reinstate a daily flight from London.

The Middle East is once again at the top of Flightradar24's most-tracked list as aviation activity draws attention following new attacks in and around Iran. pic.twitter.com/pITzxaisif

— Flightradar24 (@flightradar24) September 1, 2026

British Airways is planning its return to Riyadh and Dubai on 3 November 2026, with one flight per day for both destinations in a first stage. During the summer of 2027, the number of daily flights to Dubai should increase to two.

Starting from 4 November 2026, British Airways should be organising four weekly flights to Amman.

However, British Airways will not be flying to two destinations in the Middle East before 2027. Flights to Bahrain should resume around the end of March 2027, while direct flights from London to Abu Dhabi aren’t expected to resume until the winter of 2027. In a statement to Metro UK, the airline blamed the late date on the conflict in the Middle East and ‘airspace instability’.

Travellers who wish to fly from London to Abu Dhabi before then have multiple options. Etihad is offering a direct connection from London Heathrow. Meanwhile, British Airways enthusiasts can catch a flight to Doha, from where a Qatar Airways connection will be able to bring them to Abu Dhabi – a voyage which takes approximately 11 hours in total.

Although the situation has calmed down since February, the airspace remains high risk. Israeli airstrikes in Syria remain likely and several countries still prohibit or strongly discourage their operators from entering the region’s skies.

Prospective flyers can check safeairspace.net for more info. British Airways customers who have booked a ticket to or from Abu Dhabi, Amman, Bahrain, Doha, Dubai, Tel Aviv, and Riyadh up to and including 31 October 2026 can request a full refund. This also applies to flights which are still set to operate.

L’article British Airways not to resume Abu Dhabi flights until late 2027 est apparu en premier sur Travel Tomorrow.

The Doha-based carrier plans to operate nearly 1,800 weekly flights by December 2026 through its hub at Hamad International Airport, as it resumes several routes and increases frequencies in key markets.

In Africa, Qatar Airways will resume daily flights to Zanzibar from 25 October. Johannesburg services will increase from 14 to 18 weekly flights from 2 December, while Seychelles will rise from four to seven weekly flights from 1 March 2027.

Qatar Airways will expand its global network to more than 170 destinations during the 2026-2027 winter season, reflecting the airline’s network growth and reinforcing its position as a leader in global connectivity.

The winter schedule will see Qatar Airways operate more than… pic.twitter.com/sPmXN80FEZ

— Qatar Airways (@qatarairways) September 10, 2026

The airline is also expanding its Asia Pacific operations. From 25 October, Phuket will increase from 14 to 21 weekly flights, while services to Malé in the Maldives will rise from 12 to 21 per week. Ho Chi Minh City will receive 11 weekly flights from 7 November, up from seven, including the return of four weekly non-stop services from Doha. Kuala Lumpur will be served by 18 Qatar Airways flights per week, alongside 14 weekly services operated by Malaysia Airlines between the Malaysian capital and Doha.

Qatar Airways will return to Canberra on 9 December with daily flights operating via Melbourne. At the same time, Melbourne frequencies will double from seven to 14 per week. Partner Virgin Australia will also expand services to Doha from Sydney, Brisbane and Perth from December.

In Europe, London Heathrow will see an increase from 49 to 56 weekly Qatar Airways flights from 25 October, while British Airways will continue operating a daily service between London and Doha. Frankfurt frequencies will rise from 18 to 21 per week from 7 December.

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Across the Americas, Montréal will increase from five to seven weekly flights from 25 October, representing a 40% increase in seat capacity. In the Middle East, Qatar Airways is restoring twice-weekly services to four Saudi Arabian destinations – Qassim, Taif, Yanbu and Tabuk – bringing its Saudi network to 12 destinations and more than 155 weekly flights.

The expansion comes as passenger traffic continues to recover following regional disruptions earlier this year. Qatar Airways Group CEO Hamad Ali Al-Khater told Euronews that “passenger numbers have recovered to around 90%-95% of last year’s levels”, with Hamad International Airport currently handling more than 140,000 passengers per day.

Alongside its network growth, Qatar Airways is continuing to roll out Starlink connectivity. More than 150 of its widebody aircraft are now equipped with the service, enabling up to 340 Starlink-enabled flights per day. The airline is also preparing for further fleet expansion, with 138 new aircraft expected to join its fleet over the next five years.

L’article Qatar Airways expands winter network to over 170 destinations with nearly 1,800 weekly flights est apparu en premier sur Travel Tomorrow.

A third runway for Heathrow has been on the cards for nearly a quarter of a century, with plans for it twice approved since it was first proposed in 2003. Today’s administration has an ambition to open the facility by 2035, with Chancellor John Healey insisting the “economic case stacks up and will help bring growth.”

The present blueprint, costed at around £33 billion (around €38.5 billion) would see a 3,500-metre runway and new terminal constructed to the northwest of the airport’s current footprint, demolishing 750 homes across at least three villages and requiring the M25 motorway encircling London to be diverted.

The expansion is intended to boost flight capacity at the UK hub by around 58%, handling up to 756,000 flights per year, instead of 480,000. The UK’s Department for Transport claims any Heathrow expansion will align with net zero goals, and pointed to government investment of £219 million in sustainable aviation fuel production and a further £43 million in cleaner technologies “to support greener aviation, while expansion could deliver around £40 billion to the economy and support up to 60,000 local jobs.”

But environmental champions, including Transport & Environment (T&E) and the Climate Change Committee (CCC), say the increase in flights would exceed the UK’s carbon budgetsand put 2050’s net-zero target out of reach.

To avoid that scenario, Nigel Topping, the chair of the CCC, said the UK government needs to introduce measures to make the aviation sector responsible for managing its emissions within climate thresholds, through increasing the proportion of “sustainable aviation fuels” (SAF) they use, and by paying for the permanent removal and storage of carbon from the atmosphere.

“The government cannot expand Heathrow airport without requiring the aviation industry to clean up its emissions. Therefore, the government should legislate policies that require the aviation industry to fully address all of their emissions by 2050, either directly or by purchasing engineered removals. The polluter-pays principle must apply,” Topping said.

But aviation stakeholders such as industry group Airlines UK implied that cost would eventually be passed onto consumers, “pricing Britain out of the skies.” Chief Executive Time Alderslade said the CCC’s suggestion would “put holidays out of reach for millions, turning the clock back to a time when flying was the preserve of the rich”. Instead he called for “affordable SAF … more direct routes and scaled up removals.”

Meanwhile, a spokesperson for Heathrow said: “Heathrow expansion cannot be a choice between economic growth and net zero – it must deliver both” and added it would “continue working with government and partners across the aviation sector to ramp up today’s proven technologies, while examining options for how the billions of pounds passengers already pay in carbon taxes can be used to support this.”

L’article Heathrow expansion plans should make airlines pay for CO2 removal, climate advisers say est apparu en premier sur Travel Tomorrow.

Published on 15 September, the report examined expansion plans and traffic forecasts at 20 major airports across 10 European countries against a carbon budget aligned with limiting global warming to 1.7°C. T&E found that all the airports analysed would exceed what it considers their fair share of that budget, even after accounting for the uptake of sustainable aviation fuel (SAF) and improvements in aircraft efficiency.

Major expansion projects are underway or have been announced in cities including London, Paris, Madrid, Lisbon, Dublin, Frankfurt and Brussels. According to T&E, current growth plans would see the airports emit between two and three times their allocated carbon budgets by 2050, while the planned expansions would add around 225 million tonnes of CO₂ compared with existing capacity.

The organisation estimates that, on current growth trajectories, European aviation will exhaust its remaining carbon budget compatible with 1.5°C of warming in 2026 and its 1.7°C budget by 2033. Most of the airports assessed would use up their individual budgets during the 2030s.

“Increasing traffic volume by adding runways and extending terminals cancels out any benefits from cleaner fuels or efficient engines. No plausible tech improvement can close the gap in time,” said Denise Auclair, head of T&E’s Travel Smart campaign. “After this summer’s dramatic heat, fires and drought, governments have a stark choice: they can either make it worse by approving climate-busting expansion, or show decisive action and stop it now.”

The largest projected overshoots were identified at Lisbon and Porto airports in Portugal, where emissions could reach 2.8 times their allocated budgets, followed by Dublin at 2.6 times. T&E estimates Lisbon and Porto, which together account for around 80% of Portugal’s aviation emissions, would instead need to reduce emissions by about 12% annually to remain within national climate limits.

In the UK, T&E calculated that additional emissions generated by a third runway at Heathrow between 2035 and 2050 would be equivalent to a full year of economy-wide emissions from Croatia. In Spain, planned expansion at Madrid, Barcelona, Palma and Málaga airports is expected to add 35 million tonnes of CO₂. The four airports accounted for 66% of Spain’s departing aviation emissions in 2025.

Brussels Airport is also among the 20 airports included in the analysis. T&E argues that its projected growth, like that of the other airports studied, would exceed the carbon budget assigned under the report’s methodology.

The organisation is calling on governments to reject airport expansions that exceed their carbon budgets, establish Paris-aligned limits for individual airports and use measures including taxation and airport slot policies to manage traffic. It also recommends redirecting public funding away from additional airport capacity towards cleaner transport alternatives.

L’article European airport expansion plans risk breaching carbon limits, study warns est apparu en premier sur Travel Tomorrow.

The precise sequence of events has not yet been officially established. Several reports said the tyre problem was followed by an engine malfunction or damage to an engine. However, it remains unclear whether the two technical problems were directly connected. Aviation authorities are reportedly investigating the incident, but no preliminary technical findings have been published.

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Footage recorded inside the aircraft showed the cabin shaking heavily during the emergency. Several overhead compartments opened, causing passengers’ belongings to fall onto seats and into the aisle. Sections of the interior ceiling also became detached, leaving parts of the area above the cabin panels exposed. Passengers could be heard shouting, crying and reciting prayers as the aircraft continued to shake.

Some reports described the Boeing 737 as “falling apart”, but the available footage appears to show damage to interior cabin fittings. These panels cover systems and equipment located above the passenger cabin but are not the aircraft’s main load-bearing structure. Their detachment can still create a risk to passengers, particularly when panels and baggage fall onto occupied seats. The footage alone does not establish whether the aircraft suffered structural damage elsewhere.

Firefighters, medical teams and other emergency personnel were reportedly placed on standby at Mashhad Airport before the aircraft returned. The runway was temporarily closed so that the landing and a subsequent safety assessment could take place. It reopened later the same day, according to reports citing the government of Iran’s Razavi Khorasan province. Despite the visible cabin damage and the fear among passengers, everyone was able to leave the aircraft safely.

Hassan Jafari, a spokesperson for Sepehran Airlines, confirmed to Iran’s Fars news agency that nobody had been injured. The passengers were subsequently transferred to another flight to complete their journey to Kermanshah. The airline has not publicly provided a detailed explanation of the tyre problem or the reported engine malfunction. The aircraft’s flight number and registration were also not consistently identified in the initial reports.

The incident occurred around three weeks after another Sepehran Airlines Boeing 737 was involved in an emergency at Mashhad Airport. On 25 August 2026, a Boeing 737-500 arriving from Tehran left the runway after landing and came to a stop with its nose landing gear collapsed. All 127 people on board were evacuated and no injuries were reported. Iran’s Civil Aviation Organisation opened an investigation into that event.

There is currently no evidence that the two incidents had the same cause. The August event happened after landing, while the latest emergency reportedly began with a tyre problem during departure. Their occurrence at the same airport within a short period nevertheless places additional attention on the airline and the outcome of the investigations. Until technical findings are released, it is not possible to determine whether maintenance, aircraft condition or another factor contributed to either event.

Sepehran Airlines is based in Mashhad and operates domestic and regional international services. According to the airline’s official fleet information, it has 12 Boeing 737 aircraft. Its fleet consists of Boeing 737-300s and 737-500s, which belong to the older 737 Classic generation. The age or model of an aircraft does not by itself show that it is unsafe, provided it is maintained and operated in accordance with applicable requirements.

L’article Sepehran Airlines Boeing 737 returns to Mashhad after severe vibrations damage cabin est apparu en premier sur Travel Tomorrow.

O’Leary’s comments to the press came after Ryanair’s annual general meeting in Dublin and follow a July incident aboard Ryanair flight FR1879 from Thessaloniki to Memmingen, near Munich, operated by Malta Air.

One of the plane’s windows broke at an altitude of nearly 16,000 feet, apparently after being struck by fragments from one of the aircraft’s engines. The ensuing decompression caused oxygen masks to deploy, while passenger and Serbian businessperson Ljubisa Karovic, 61, was pulled towards the void.

Witnesses at the time said he was pulled partially through the window despite wearing his seatbelt and had to be prevented from being sucked out of the aircraft by fellow passengers. The gaping window was eventually blocked with a piece of metal provided by a flight attendant, and the plane returned safely to its Greek point of departure, where Karovic was taken to hospital to be treated for shock, exposure and friction burns.

Despite those accounts, O’Leary has said Ryanair disputes the claim that Karovic was at any point outside the aircraft. “He wasn’t partially out the window,” the CEO said repeatedly. “No, no, no. Part of his face didn’t get out the window. We don’t think any part of his body got out the window, but he was certainly sucked in very dramatic circumstances towards the window.”

O’Leary went on to confirm that this would be the airline’s legal position in court, saying: “We will be certainly at the end of the process disputing that he or any part of his anatomy went out the window.”

The incident is still under investigation by the United States National Transportation Safety Board (NTSB) after the Hellenic Air and Rail Safety Investigation Authority handed over responsibility, an approach permitted under international aviation law. Preliminary findings indicate that an engine fan blade broke after take-off and struck the window.

O’Leary’s recent remarks drew attention to those findings. “We are a participant in the investigation with Boeing, with the NTSB, with GE [General Electric Aerospace] on the engine side,” he said, adding: “Most of the focus is what happened to the engine. Why was it not self-contained within the cowl of the engine?”

Known for his combative personality, O’Leary did not go as far as denying that Karovic would be entitled to a form of legal reparation, noting that the passenger would probably receive “some compensation” but not “millions and millions.” The Irish CEO also ruled out the prospect of a “class action” lawsuit involving affected passengers.

Inside the AGM, O’Leary had to deal with an ejection himself, as the airline’s shareholders rejected a €150-million pay deal with a 10-million share option for the CEO through 2032.

L’article Ryanair to dispute claim passenger was partially sucked out of broken window est apparu en premier sur Travel Tomorrow.

The action may especially affect aircraft scheduled to arrive late at night or depart early in the morning. Charleroi Airport is officially closed during part of the night, but some aircraft are still permitted to land during those hours. Disruption to an incoming flight could also affect the aircraft’s next scheduled service. However, no detailed list of delays or cancellations has yet been announced.

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The dispute concerns the night allowance received by air traffic controllers. A night allowance is an additional payment for employees required to work during night-time hours. A trade union submitted a strike notice at the end of July, but the planned action did not take place at the time. Several attempts to resolve the disagreement through mediation have since ended without an agreement.

According to Skeyes management, controllers at Charleroi are asking for their night allowance to be increased to 160% of its current level. Management says the existing allowance already exceeds €1,000 per shift. The company has rejected the requested increase. “Skeyes cannot agree to this, given that the airport is closed at night,” management said.

The VSOA trade union disputes that reasoning. Lennert Mervilde, a representative of the union, set out the employees’ position. “The Charleroi air traffic controllers are asking for the same night allowance that applies in other units where a night allowance is paid,” he said. Mervilde also argues that controllers still have responsibilities during the night despite the airport’s official closure.

Mervilde says air traffic continues during the night despite the airport being officially closed. “There is an agreement between Charleroi Airport and Ryanair allowing aircraft based there to still land,” he explained. These aircraft may be returning to Charleroi after completing their final flights of the day. Mervilde added that one aircraft had arrived at 5:20 am during the previous week.

The disagreement is also connected to a wider dispute over the introduction of digital air traffic control towers. In the future, air traffic at Charleroi and Liège airports is expected to be managed from a new digital control centre in Namur. This means controllers will be able to supervise flights at the two Walloon airports from another location instead of working from a traditional tower beside the runway. The planned change has created tensions between Skeyes and some of its air traffic controllers.

Mervilde says strike action is now the only option left after the negotiations broke down. Nevertheless, the union hopes the disruption will remain as limited as possible and is waiting for management to take a new initiative. Skeyes, however, considers the scale of the action disproportionate to the disagreement. “A ten-hour work stoppage every night for 24 consecutive nights could have very significant consequences,” management warned.

Those consequences could extend beyond the flights and passengers directly affected. Skeyes says the strikes may disrupt the operation of Charleroi Airport and the airlines serving it. Airport businesses and employees whose work depends on flight operations could also be affected. It remains unclear whether further negotiations will take place before the first night of industrial action.

L’article Nightly air traffic control strikes to disrupt Charleroi Airport until October est apparu en premier sur Travel Tomorrow.

Emirates is constantly trying to upgrade its passenger experience. In July 2026, the airline launched a multi-way adjustable headrest for Economy Class passengers. The feature is to be rolled out across its fleet by the end of 2026 and is meant to be “a game-changing new seat addition”.

During the Arabian Travel Market 2026 (ATM), which runs until 16 September 2026, the carrier announced yet another upgrade to its fleet. The so-called A350 fully electric Premium Economy seat will be equipped with a full-height privacy divider, an industry first. The feature will offer Premium Economy passengers more privacy than ever at the press of a fingertip through a set of integrated seat controls.

The novelty will be present across the carrier’s new Airbus A350 aircraft in a 2-3-2 configuration. The Premium Economy class will offer just 28 electric seats, each seat being 50.8 centimetres wide and offering up to 99 centimetres of pitch. When reminded in cradle position, the seats do not intrude into the row behind. The seat adjustments will be available through the Passenger Control Unit, with dedicated settings for lounge and meal modes.

During the opening of ATM, Sheikh Hamdan bin Mohammed bin Rashid Al Maktoum, Crown Prince of Dubai, Deputy Prime Minister and Minister of Defence, and Chairman of the Executive Council of Dubai, tried the new A350 fully electric Premium Economy first-hand.

Alongside the divider and positioning buttons, the Airbus 350 Premium Economy seat offers preset lounge and meal seating positions, the airline’s industry-first U-Dream leather headrest, wireless charging, USB-C power charging, a 13.3-inch 4K HDR screen, and numerous other touches. The experience is rounded off with a welcome drink, amenity kits, elegant dishes served on Royal Doulton China, accompanied by an extensive speciality beverage list.

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Aside from the launch of the new Premium Economy seat, Emirates also signed seven Memoranda of Understanding with tourism boards across the Indian Ocean, Europe, Southeast Asia, and the UAE during the first day of ATM. Moreover, the airline took the opportunity to renew agreements with technology and retail partners.

Finally, Emirates shared some up-to-date statistics regarding 2026.

“Emirates has closed the summer season ahead of expectations and enters winter with strong booking momentum across a broadening range of markets, as the airline continues to invest in its fleet and industry-leading products, in its global network, and in offering customers greater booking flexibility and comprehensive travel cover,” the airline stated.

The data show that Emirates carried over 8.6 million passengers between July and August, while arrivals into Dubai on Emirates in the second half of August alone were up 7% on the same period in 2025. Premium Economy is available on 137 aircraft as of 14 September 2026 and 18 aircraft have been delivered since January, with six more A350s arriving before year-end. Emirates is planning on continuing to expand its network heading into winter, with new destinations, additional frequencies and more of its latest aircraft deployed across key markets. Helsinki is set to join the Emirates network on 1 October.

L’article Emirates reveals new Premium Economy seats featuring full-height privacy screens est apparu en premier sur Travel Tomorrow.

When some $523 million in funding was announced in May 2026, Airport Investment Grants to so-called “Sun Belt” airports made headlines amid accusations of regional favouritism. The awards included $70 million for runway rehabilitation at Dallas Fort Worth, $50 million for terminal roof reconstruction in Miami and $46.9 million for Charlotte.

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However, the statutory scheme benefits a range of hubs in line with a formula that caps large-hub airports at up to 55% of a given funding pool, medium hubs at 15% and small hubs at 20%. Simple Flying reports that similar grants have been awarded through different funding rounds under different administrations.

One notable award in the latest $870 million allocation, accounting for $289 million, went to Los Angeles International Airport (LAX) for a new terminal access road. It represents the largest single payout and, as commentators have pointed out, goes to an airport outside the Sun Belt. Elsewhere, Denver International Airport (DEN) is receiving $69.11 million, while Chicago O’Hare is set to receive $47.89 million for taxiway reconstruction. Airports in Alaska and Ohio have also received smaller grants.

Alongside the FAA’s announcement, Duffy said in a statement that the work would provide the state-of-the-art runways and infrastructure “American families deserve”, making travel “safer, smoother, and more efficient”.

FAA Administrator Bryan Bedford echoed that rhetoric, saying the agency is “prioritizing improving our nation’s airports and ensuring we issue grants quickly and efficiently”.

“This funding does more than just rebuild runways and taxiways,” he said, adding that “it modernizes the travel experience for American families, ensuring our airports are safe and ready for the future”.

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The end of the five-year programme authorised by the 2021 Infrastructure Law means any additional federal investment will require new official approval. But with hubs such as Dallas Fort Worth already near the grant ceiling for their airport size category, the expansion of flight capacity through airline partnerships, such as DFW’s with American Airlines, could influence future awards.

A new pier and nine new gates at Dallas have been described by American Airlines’ Senior Vice President of DFW Operations, Jim Moses, as just “a preview of what customers can expect from the ongoing transformation” there, underlining the importance of such partnerships.

L’article US awards $870 million in airport grants as regional bias claims face scrutiny est apparu en premier sur Travel Tomorrow.

Between 1 June and 31 August, the European aviation network handled an average of 35,959 flights per day, up 2.4% compared with summer 2025. Traffic reached an all-time peak on Friday, 10 July, when 37,640 flights crossed the network in a single day.

Overall, 66 all-time daily traffic records were set during the summer, including records registered by 11 airlines or airline groups, 16 airports, 24 area control centres and 14 countries.

The increase came despite the continuing Middle East conflict, which significantly altered traffic flows across Europe. Earlier in the year, Eurocontrol estimated that the conflict had reduced flights between Europe and the Middle East by 59%, while around 1,150 flights per day were affected by rerouting to avoid conflict zones and closed airspace.

During the summer, those changes continued to affect the distribution of traffic across the continent. Eurocontrol reported lower traffic in Bulgaria, Hungary, Romania and Türkiye, while Albania, Croatia, Cyprus, Greece, Montenegro, North Macedonia, Serbia and Slovenia recorded strong increases. Traffic also continued to grow in south-western Europe.

Despite the record number of flights, operational performance improved compared with last summer. Arrival punctuality reached 72.6%, an increase of 1.2 percentage points year-on-year, while air traffic flow management (ATFM) delays fell by 17% to an average of 3.27 minutes per flight.

However, around 681,000 flights were still delayed by ATFM restrictions over the summer, equivalent to approximately 7,400 flights per day, or 21% of all flights. Capacity and staffing issues accounted for 49% of en-route ATFM delays, while severe convective weather was responsible for 43%. Industrial action represented just 1%.

France accounted for 32% of delays linked to air traffic management problems, while Greece’s aviation system also came under significant pressure as record passenger numbers and increased traffic pushed air traffic control capacity to its limits.

Eurocontrol said 45 of Europe’s 68 area control centres are currently on track to meet the European capacity target by the end of 2026. Another 10 remain on track but continue to be affected by adverse weather and the Middle East crisis, while 13 are expected to miss the target.

Traffic growth was particularly strong across southeastern Europe, including Albania, Croatia, Cyprus, Greece, Montenegro, North Macedonia, Serbia and Slovenia, alongside continued growth in southwest Europe. Overall, 14 countries recorded their highest-ever daily traffic levels for arrivals and departures during the summer, with Armenia, Georgia, Ireland, Italy, Moldova, Portugal, Slovakia, Spain and Türkiye among those setting new records.

Several airlines and airline groups also set traffic records, among them Aegean, Air Serbia, easyJet, Jet2.com, Pegasus, Royal Air Maroc, Ryanair, Sky Express, SunExpress, Turkish Airlines and Wizz Air.

The organisation is now reviewing the lessons from the record-breaking season as it prepares for summer 2027, with a focus on network planning, staffing, airspace modernisation and increasing air traffic management capacity.

L’article Europe records busiest-ever summer for air traffic despite Middle East war est apparu en premier sur Travel Tomorrow.