Airlines

Sleeping in tourist class has been an impossible mission. Some airlines are testing three seats that convert into beds

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Traveling in economy class on a long-haul flight usually means accepting a fairly clear toll: sleeping poorly or, at all, not sleeping at all. We have all experienced it, narrow seats, little space to stretch our legs and a posture that rarely invites rest. That discomfort is not a minor detail, it is part of the experience of flying in this segment. And yet, it is precisely there, in this very everyday problem, where some airlines are beginning to explore solutions within the economy cabin itself. If we go to the opposite extreme, we have seen the reference to what it would be like to fly in absolute comfort many times in airline campaigns. The Emirates ad with Jennifer Aniston illustrates this wellgoing from a cabin without notable services to a private suite with a completely flat bed, that is, to the premium end of the experience. The proposal is not limited to improving comfort, it completely redefines life on board. An attempt to make tourist class habitable And at that point is where we begin to see concrete movements. United just announced a proposal of this type with its call Relax Rowan option within its own economic class that seeks precisely to alleviate that problem. The company presents it as a specific row that, once in flight, can be adapted to stretch out or rest with a little more space. The airline plans to launch it in 2027, place it between United Economy and United Premium Plus and progressively deploy it on more than 200 Boeing 787s and Boeing 777 from now to 2030. But the truth is that this idea is not completely new. Air New Zealand has been exploring this concept for some time with his well-known Skycoucha proposal that also starts with a row of seats in economy class. In its case, the system allows the legrests to be raised until they form a continuous surface on which we can stretch. It is not equivalent to a premium cabin bed, but it does offer more versatile space than the conventional seat and the airline itself presents it as a way to gain comfort without paying for a superior cabin. If we go down to detail, the interesting thing is not so much the configuration itself, but what it allows once we are in flight. Both proposals seek to expand the available surface so that we can really stretch out, something that is not usually common for tourists. Air New Zealand specifies that area in about 1.55 meters long and 74 centimeters wideaccompanied by additional bedding, a seat cover and specific belts or restraint systems to use it safely. United, for its part, adds an adapted mattress, blankets, extra pillows and kits designed to make rest more bearable. With all this, the logical question is who is really compensated by this type of option. United’s promotional video gives us an idea. If we travel alone, having all that space gives us a much more usable surface to stretch out. In the case of couples, the idea is to share it in a more flexible way, alternating positions or using it to rest better during the flight. And if we think about families, especially with small children, Air New Zealand considers different configurations. Now, before imagining a perfect rest, it is worth taking into account some conditions. In the case of Air New Zealand, as we have seen, availability depends on the aircraftroute and operational or regulatory factors, and not all configurations are always accessible. In addition, the price is not fixed, since each passenger’s ticket is paid plus an additional cost for this option, while United has not yet detailed prices, although it has indicated that its deployment will be progressive. Taken together, these proposals don’t completely change what it means to fly economy class, but they do introduce an interesting nuance. The idea is not to replicate a first-class suite, but to offer a little more room to rest within the usual limitations. That balance between cost and convenience is what seems to be guiding these developments. Images | United Airlines In Xataka | Luxury superyachts have a new enemy in Monaco: a “low emissions zone” that will penalize those who pollute the most

Many airlines are canceling flights due to the fuel crisis

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The conflict between the United States, Israel and Iran hits the air sector squarely. The closure of the Strait of Hormuz has triggered a colossal energy crisis that the airlines have not seen coming, which has resulted in thousands of flights canceledrising rates and an uncertainty that, for the moment, has no expiration date. Start. On February 28, the United States and Israel launched coordinated attacks against Iran, triggering the closure of the Strait of Hormuz, a sea lane through which about 20% of the world’s oil trade transits. According to Kevin Bookco-founder of the analytics firm Clearview Energy Partners, when analysts study what can go wrong in global oil markets, this is “the worst thing that can happen at any single point of failure,” he told NPR. Iran did not achieve this with a naval blockade, but with cheap drones. A few attacks in the vicinity of the strait were enough for insurers and shipping companies to decide that it was too risky to cross it. The result: The price of Brent exceeded $100 per barrel on March 8 for the first time in four years, reaching a high of $126. The impact in commercial aviation. The closure of airspace over the Middle East has caused complete chaos in global aviation. According to CNBC, more than 25,000 flights over the Middle East have been canceled since the attacks began, and the price of aviation fuel skyrocketed 58% in just days, reaching more than 170 euros per barrel. Who is canceling and how much. There is a flood of airlines that have canceled flights around the world. Among the main ones are: The Americans: United (5% of capacity); Delta, which already accounts losses of more than 400 million dollars for fuel; American and Southwest, which are also exposed without price coverage. “The price of fuel has more than doubled in the last three weeks. If prices remained at this level, it would mean an additional expenditure of $11 billion a year on fuel alone,” counted Scott Kirby, CEO of United. The Europeans:SAS, canceling about 1,000 flights in April; the entire Lufthansa Group (Lufthansa, Austrian, Swiss, Brussels Airlines), KLM, Finnair, ITA Airways, Wizz Air and easyJet, whose CEO publicly warned that the situation in Europe could become seriously complicated starting in mid-May. “Although we try to absorb cost increases as much as possible, it is a shock that directly hits the sector,” counted SAS CEO Anko van der Werff. Asia-Pacific: Air New Zealand, about 1,100 flights until May (affecting about 44,000 passengers); Cathay Pacific, which have applied supplements of fuel to all its routes; Thai Airways, which already plans to raise rates between 10-15%; AirAsia; Qantas, with price increases and suspending departures on specific routes, and Vietnam Airlines. Where it hurts the most. The crisis does not hit everyone the same. Southeast Asia is especially exposed due to its dependence on supplies from the Gulf. According to Aerotime, China and Thailand have restricted exports of fuel, and the possibility of further calendar disruptions and other potential problems looms over the entire Asia-Pacific region. On the other hand, the situation in Sri Lanka is particularly extreme. And the country not only faces rising prices, but also a real shortage of foreign currency to pay for it, to the point of having declared Wednesdays holidays to reduce fuel consumption throughout the country. What’s coming A recent assessment from the Defense Intelligence Agency (DIA) concludes that Iran could maintain the closure of the strait for between one and six months. kirby warned in its memo that United is preparing for a scenario in which oil reaches $175 per barrel and does not drop below $100 until the end of 2027. If this scenario comes to pass, the wave of cancellations and rate increases that we are seeing now could be just the beginning. Cover image | David Syphers In Xataka | The Government’s plan against the fuel crisis: lower the VAT on gasoline and diesel to 10%

How this airport has become a haven for airlines

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The war conflict in Iran has forced Qatar Airways to park part of your fleet thousands of miles from home. What may have surprised some is that the chosen destination was the Teruel airport. But it makes more sense than it seems. We tell you all the details. The trigger. On February 28, when the United States and Israel launched Operation Epic Fury against Iran, the military escalation that followed caused the closure of airspace Qatar and, with it, the temporary suspension of Qatar Airways commercial flights. The company, based at Doha’s Hamad International Airport, announced it would not resume operations until civil aviation authorities ensured safe conditions. Since then, as has shared El Confidencial has only operated specific flights through restricted air corridors. Why Teruel? With a fleet grounded and the risk of keeping it in a war-torn region, Qatar Airways needed to move its planes to safe and affordable locations. Teruel Airport, which does not operate regular passenger flights but is home to Tarmac Aerosave, a company specialized in parking, maintenance and aeronautical recycling with offices also in Toulouse and Tarbes, was a perfect fit. It is not the first time that its facilities have faced a crisis of this caliber, since during the pandemic it managed to guard 127 aircraft simultaneously, including more than twenty Airbus A-380s, according to they count from Diario de Teruel. The numbers. In less than ten days, Qatar Airways has moved at least 17 of its aircraft to Teruel, which were joined by three other planes from different companies, including an Air France Boeing 787-9 Dreamliner from Paris, according to The Diary. Among the models that have arrived at the facilities are several wide-body Airbus A330s (with capacity for between 335 and 440 passengers), Airbus A350s and some Boeings. Just like share The medium, this Sunday five planes landed in just over an hour: four A330s from Doha and one A350 from Los Angeles. They all arrived with special flight codes indicating they were traveling without passengers on board. Octavio López, president of the Teruel Airport Consortium, said that the airlines arrive “knowing that in Teruel they will find a safe and prepared place for parking and all the maintenance tasks that their aircraft require.” There are currently about 70 aircraft parked on the Teruel platform, and that number may continue to grow as long as the conflict lasts. Change of plans. Qatar Airways is not the only one affected. Etihad Airways, based in Abu Dhabi, operates a very reduced commercial program, and Emirates, from Dubai, also maintains a reduced scheme. The European Union Aviation Safety Agency (EASA) issued at the end of February an alert bulletin in which it recommends not operating in the airspace of eleven countries in the region, including Bahrain, Iran, Iraq, Israel, Kuwait, Qatar and the United Arab Emirates, at any altitude. Routes between Europe and Asia, which usually cross the Persian Gulf, have been diverted south (via Egypt, Saudi Arabia and Oman) or north (via the Caucasus and Afghanistan), adding between 45 minutes and two hours to each flight. Added to that are interference in GPS signals detected over Lebanon and Oman, which further complicate commercial flights. What happens now? The situation remains very volatile. US President Donald Trump threatened this Sunday with attack Iran’s power plants if the country does not open the Strait of Hormuz, to which the Iranian Army responded warning of possible attacks on US strategic assets in the region. The situation is not yet expected to normalize soon. In fact, Qatar Airways has asked to its passengers not to go to the airports unless they receive official confirmation of their flight, offering date changes or refunds to those who had reservations until March 22. For now, it seems that more planes will continue to arrive in Teruel. Cover image | Jan Rosolino In Xataka | Guess what ubiquitous industry in our lives depends on helium? And now guess where that helium comes from?

Fuel prices are so high that airlines are at risk of disappearing, according to Deutsche Bank

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On February 28, the United States and Israel bombed several cities in Iran, starting a conflict that has already spread to other countries in the Middle East, when Iranian missiles responded to Bahrain, Qatar, Saudi Arabia, Kuwait or Dubai and other emirates. One of the consequences has been the rise in fuel prices at a dizzying pace due to the paralysis of a key corridor for global energy: the Strait of Hormuz. The days go by, prices continue to rise and when something as strategic as oil rises, it is a matter of time before the accounts come together. Deutsche Bank warns: the sword of Damocles is on the neck of the airlines. The context. Bloomberg collects the information sent by the German financial institution to its clients: while the price of crude oil has increased by 50% so far this year, it is aviation fuel that takes the cake. The British Argus Media collects the price of the jet in recent days for the hubs of Chicago, Houston, Los Angeles and New York, where we see how it goes from 2.17 dollars per gallon on January 5 to 2.29 on February 5 until approaching 4 dollars per gallon on March 5 (3.95). In the United States, the price differentials between jet fuel and the price of crude oil range between $85 and $95 per barrel, equal to or higher than the cost of oil. That huge gap between the price of crude oil and that of refined products (called the crack spread) wreaks havoc. The last time a crack spread like this occurred was in 2005, when hurricanes Katrina and Rita. Why is it important. Because as the German entity highlights, 20 years ago the crack spread caused significant and widespread damage to the airline industry, which was the trigger for airlines to Delta Air Lines and Northwest Airlines filing for bankruptcy. The historical precedent sets off all the alarms. And Deutsche Bank is not alone: the CEO of United Airlines At the moment it has already warned that the increase in jet fuel prices will have a “significant” impact on first quarter results and that there could be an increase in air fares. Deutsche Bank analyst Michael Linenberg is forceful: Without immediate price relief, “some of the most financially vulnerable airlines could halt operations” and “airlines around the world could be forced to ground thousands of aircraft.” In detail. At the moment, airlines have plummeted on the stock market since the beginning of the conflict. American Airlines has lost 19% so far this year, but the blow is global: a group of 29 airlines, hotels and travel companies from Europe, Asia and North America together lost $22.6 billion in market capitalization in a single day, according to Reuters. In Xataka | The rocket and the pen: the theory that explains why the rise in gasoline is here to stay In Xataka | There is a hidden war to sell us the cheapest possible gasoline. One that Ballenoil and Plenergy already dominate Cover | Dawn McDonald and Daniel Shapiro

The island has so little oil that foreign airlines will not be able to refuel

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There is no fuel. A message as simple as it is terrible. It is the one that the Government of Cuba has sent to foreign airlines. This is what the news agency claims EFEfrom where they point out that none of the island’s airports will be able to refuel planes arriving from abroad. JET A1 FUEL NOT AVBL. That is the message that appeared yesterday in the database of the Federal Aviation Administration (FAA) in the United States. “A1 jet fuel not available” is what that message means. It arrived, they assure EFEin a Notam message, one designed to alert pilots and air traffic controllers of a dangerous and unexpected situation. The fuel deficit is confirmation of the problems that the island is having in supplying itself. Without Venezuela supporting and Mexico in clear retreat, the Cuban Government has an almost impossible mission to replenish the 70,000 barrels of oil per day who have stopped coming to the island. And now? The big question is how airlines are going to operate in order to maintain their operations, as far as possible, within normality. The simplest thing, obviously, is to refuel with enough fuel near the island to be able to leave it without impediments. The situation It is not new for airlines who have had to play with restrictions of this type before. The biggest problem is with long-haul direct flights to the island (those in which you have to cross the ocean) because they would have no choice but to stop in countries in the area such as the United States, Mexico or the Dominican Republic, among others. In Xataka We have contacted Iberia. When we write these lines we have not received an answer as to whether they already have an alternative plan on the table. More pressure. The lack of fuel is, as we said, a direct consequence of the strangulation that the United States is carrying out on the country through pressure on countries that until now supplied crude oil to Cuba. Since US special forces will take away by force To Nicolás Maduro, Venezuela is not supplying barrels to a country that, until now, had an oxygen cylinder in its ally. days later, Donald Trump already announced in their own social network that no more oil or money would reach Cuba, in a clear movement to continue suffocating the Cuban regime. These statements referred to oil that arrived from Venezuela But over time we have learned that Mexican oil has not been reaching the Cuban coasts either. In total, it is estimated that it has represented a deficit of 70,000 barrels per day of the 110,000 barrels that Cuba needs to function with a certain normality. Now, this shortage is being felt in air traffic but for a long time people have been living on the streets with Regular power outages that can last more than a day. Humanitarian aid? In its pressure to prevent more oil from reaching Cuba, the United States focused on Mexico. As confirmed France 24a few days after the overthrow of Nicolás Maduro the last successful shipment from Mexico to Cuba occurred. The freighter that was to take over in mid-January never left the port. Claudia Sheinbaum, president of Mexico, has defended her ability to decide whether to “sell or give” crude oil to Cuba. That “da” makes all the sense in the world because, supposedly, since 2024, Mexicans have been delivering oil to Cuba as “humanitarian aid” but according to Pemex accounts Oil worth almost 500 million dollars was sold to Cuba in 2025 and the figure rises to over 1.4 billion euros if the accounts are backdated to 2023. And the company’s own directors have confirmed that they are being paid daily. The question is whether or not Mexico has actually been sending barrels to Cuba as “humanitarian aid.” And it is that chow we count on XatakaWhile the oil business has very tight accounts, the supposed humanitarian shipments are very opaque. Shipments that the United States threatens to collect for itself with more tariffs on countries that help Cuba in managing this crisis. We have already seen this. With Venezuela out of the game, Mexico was supposed to be Cuba’s energy lifeline. Without the entry of oil from abroad, the Cuban Government faces suffocation. The current situation forces the same rationing that was already experienced in the so-called Special Periodwhen the island faced the collapse of the Soviet Union, which was then its safeguard against the American blockade. “How do we farm our land? How do we get around? How do we keep our children in class without fuel? We are going to take measures that, while not permanent, will require effort. What else can we do? Are we going to give up? There is so much to defend,” Miguel Díaz-Canel, president of Cuba, stated just a few days ago. In his speech, Díaz-Canel also sent the message to the United States that they were willing to negotiate: “Cuba is willing to have a dialogue with the United States on any of the issues that we want to debate or discuss.” Less than a week later, the island is experiencing one of the most complicated energy situations in decades. Photo | Tacorontey and Edward Galitsky In Xataka | For the first time, electrified cars are outselling gasoline cars. It is the beginning of the inevitable

Ryanair and the rest of the low-cost airlines have been charging for your carry-on suitcase for years. The European Union is tired of it

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It is no surprise that the main business of “cheap airlines” is precisely charge you for cabin luggage. A cheap Ryanair or EasyJet ticket can easily be double the price if you include a small suitcase to carry in the cabin. And from Europe I want this to end nowboth by users and legislators. not so fast. In this regard, the European Parliament has voted in favor to allow all passengers to carry one cabin bag of up to 7 kg free of charge, in addition to their personal bag or backpack. The measure has sparked criticism from low-cost airlines, since they rate it ‘existential threat’ to its business model, and that could raise ticket prices by up to 25%, according to EasyJet. The trigger. The European legislative proposal establishes that any passenger may carry at no additional cost one personal item plus one piece of hand luggage of up to 7 kg and with combined dimensions of 100 cm. This would affect all flights to or from EU airports operated by EU airlines. Of course, it should be noted that this bill must still go through the European Council before becoming law. Baggage and margins. Bag fees have become a great source of income for low-cost airlines. Jay Sorensen, airfare expert at consulting firm IdeaWorks, counted to the Financial Times that European airlines raised $16 billion in 2025 just for baggage, of which 60% went to low-cost airlines. Although these fees are not usually broken down individually, Sorensen estimates that they represent almost a fifth of the total revenue of low-cost airlines. Reaction of the industry. Kenton Jarvis, CEO of EasyJet, has qualified the “lunatic idea” proposal and warns that the additional costs “would have to be passed on” to all passengers through higher prices, even for those traveling without luggage. On the other hand, József Váradi, CEO of Wizz Air, account to FT that consumers are “much smarter” and “are able to navigate the current system of optional tariffs.” For its part, Airlines 4 Europe, the industry lobby, has presented a survey according to which half of passengers would prefer to pay lower fares and keep suitcases as an optional extra. Margins. The low cost model is based on eliminating minutes on the ground and fuel costs. Augusto Ponte, European director of the consulting firm Alton Aviation, account FT that if each passenger carried between 2 and 4 additional kg, a plane with 150 people would have 500 kg extra weight, which translates into between 15 and 20 additional euros of fuel per hour of flight. According to Ponte, for an airline like EasyJet, which flies approximately one million hours annually, that would mean more than €28 million extra per year in operating costs, approximately a tenth of its total profit. In addition, the executive says that 150 additional suitcases in the cabin per flight would cause delays of about 10 minutes in each boarding, not counting the time necessary to relocate the excess in the hold. Ponte assures that, in short-haul aircraft that make six flights a day, this would be equivalent to one hour less operation per plane each day. Consumer protection. Beuc, the European consumer association, strongly supports the proposals of Parliament and even proposes raising the permitted weight to 10 kg. Agustín Reyna, its general director, argues that passengers “expect their hand luggage to be included in the price of the ticket” and that forcing them to pay turns luggage into “a luxury item.” For his part, Andrey Novakov, the Bulgarian MEP who is leading the parliamentary negotiation on these rules, has declared that the goal is “to strive for clearer and more predictable rules for airlines and a stronger aviation sector, but never at the expense of passengers.” Cover image | Gabor Koszegi In Xataka | When Ryanair CEO went to a restaurant he was charged for two extras: “priority seating” and “legroom”

Airlines justify price increases with additional premium services. All except one: Ryanair

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The increase in operating costs It is making it increasingly difficult for airlines to offer low-priced flights. The low-cost They are becoming less and less, and with each passing year the prices of their tickets increase. Airlines have found a simple way to justify that increase: offer more comfort with wide seats and extra services that sound like luxury. Ryanair, however, does the opposite. Although the Irish company is forced to raise the price of its tickets, the company is reluctant to include any “luxury” options to justify the price increase. The boom in “premium” seats. As and how he published The New York Timestraditional airlines are dedicating more and more space on airplanes to seats for “premium” tourist class, with larger seats and improved services. This allows them to charge much more for those seats, while maintaining the number of passengers. The data they point because tickets for these “premium” tourist zones cost up to five times more than a normal one and represent close to 15% of revenue per passenger. According to data of Financial Timesuntil 2028, the number of seats of this type will grow by 11% each year, while the basic economy class stagnates in terms of sales. With this new “premium” tourist model, airlines earn more for each person who travels, without having to squeeze passengers into increasingly tight seats. The low-cost ones join the cart. Such is the success of this model, that even low-cost airlines have begun to offer packages with more services and, of course, with a higher price. Companies like EasyJet or Frontier Airlines They sell “premium” options with priority boarding, seat selection or even complete vacation packages. This adds extra costs to the way you work. The problem is that these added services make the ticket more expensive, so now they depend more on charging for the large baggage check-in or reservation changes. This makes them lose their price advantage and brings them closer to traditional airlines. Their response has been to stop competing for passenger volume at a low price, and now they seek to offer prices equivalent to a single ticket on a conventional airline, but with extra amenities. Ryanair does not take the bait. Ryanair has already announced that the price of your tickets will increase up to 9% in 2026. The company has achieved keep your costs very controlled placing its expenses per passenger and kilometer at only 4.5 euro cents, compared to more than 7 cents for rivals such as EasyJet or Eurowings, or 9 cents for British Airways. Keeping operating expenses low is what allows Ryanair to continue with its low pricing policy without having to offer “premium” features. Something in which its CEO seems not to give in one bit, judging by the clash in X between Elon Musk and Michael O’Leary for connectivity WiFi on airplanes. Musk claimed that more and more airlines were offering WiFi connection packages on their flights as a “premium” option, and criticized Ryanair for not including it. The response from the controversial CEO of Ryanair was immediate, ensuring that he was not going to offer anything that would increase the operating costs of his planes, and the installation of a Starlink antenna increased fuel consumption. That ignited the spark of a small brawl in which Musk threatened to buy the airline but O’Leary knew how to take to his field. Costs are the key. As demonstrated by the latest financial balance of the Irish airline, savings and containment of operating costs are the secret of Ryanair’s success which, with its refusal to pay the increase in Aena rates and at the price of fuel, it recorded profits of 2,540 million euros in the last half of 2025. While the rest of the airlines must resort to “premium” services to justify their price increases. Ryanair seems to be comfortable with its role as stingy in services to its passengers, and prefers to continue betting on a strategy of low prices and moving a highest percentage of passengers. For now, that model works for them. In Xataka | The CEO of Ryanair would govern a country like his airline: a “low cost” state with millionaire politicians and cuts in services Image | Ryanair

There will be a third search for Malaysia Airlines flight MH370

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With permission of Amelia Earhart and the Bermuda triangle, what happened with Malaysia Airlines flight MH 370 on March 8, 2014 constitutes one of the greatest mysteries of modern commercial aviation: It seems that he disappeared from the face of the Earth without a trace*. 12 years later, we still have not found an explanation for his disappearance and it is not the first time we have tried: in fact, the third search mission has just been reactivated. We are going to D-Day, H-Time. A Boeing 777-200ER with 239 people on board (227 passengers and 12 crew) left from Kuala Lumpur International Airport at 12:41 am to Beijing International Airport, with an expected landing time at 6:30 local time. It never reached its destination. At 1:19 a.m. Captain Zaharie Ahmad Shah he said goodbye from the Malaysian controllers with a “Good night Malaysian three seven zero”. It was the last time they contacted. A few minutes later and according to the radar record collected in the final report According to the Malaysian Ministry of Transport, the aircraft’s secondary radar went out at 01:21 over the South China Sea. Likewise, it registered a turn towards the west as if it were returning towards Malaysia, passing near the island of Penang and continuing towards the Strait of Malacca. Map of the scheduled flight of MH370. Weaveravel – Wikimedia Although it had its communication systems turned off, it continued to send a satellite signal that was key to following its subsequent trajectory. Using a methodology based on Doppler effectthe scientific team of the British satellite company Inmarsat determined that the ship was moving away from the satellite towards the south. He final report of the Australian Transport Safety Bureau (ATSB) confirms these facts, concluding that the combination of radars and mathematical data from satellite signals allowed us to conclude that the plane allegedly flew for just over six hours until its fuel was exhausted. in a remote area of ​​the southern Indian Ocean. Andrew Heneen. Wikimedia In the following hours, the news broke. At that time, the CEO of Malaysia Airlines, Ahmad Juahari Yahya, explained that there were no indications that the pilots sent a distress signal and their willingness to collaborate with the authorities in the search, since no remains had been sighted, as USA Today collected. A missing plane, a huge area to explore and many unknowns Shortly after, the airline updated its statement reiterating that it had not “established any contact or determined the whereabouts of flight MH370.” Malaysia’s Transport Minister at the time, Hishammuddin Hussein, explained that although there was no reason to suspect terrorism, all possibilities were being studied. Days later, the country’s prime minister, Najib Razak, declared that it was clear that the radars and flight data transmission system were deliberately turned off by someone trying to conceal the position and heading of the plane. The first search operation was international in nature, although it was led by the Australian ATSB and extended from 2014 to 2017, in which it was classified at the time as the most expensive search in aviation historywith an approximate investment of at least 44 million dollars by Australia, China, the United States and Vietnam, Reuters estimated. This operation included the deployment of military ships and aircraft in an area of ​​120,000 square kilometers in the Indian Ocean and South China Sea defined by the analysis of Inmarsat satellite data and called “Seventh Arc”. After almost three years of tracking with high-resolution sonar, the search was officially suspended in January 2017. without finding remains of the fuselage. The conclusions of the report detailed that it was not possible to determine with certainty the cause of the disappearance and that this change of course: “It cannot be explained by a known technical failure or by adverse weather conditions”, pointing to a “probably intentional” route modification. Which yes it has been found over time they have been more than 30 fragments identified as belonging to MH370such as parts of the wing, tail, cabin or engine in places as diverse as the coasts of East Africa and various islands such as Réunion, Mauritius or Madagascar. No human remains have been found, but it is assumed that all the people who traveled on the flight died. In fact, the first piece of the aircraft was identified by French experts on a beach on Reunion Island a year after the disappearance. More specifically, it was the flaperon, a mobile part with a wingspan of almost three meters placed on the trailing edge of the wing that is used to increase aerodynamic resistance. In 2018 the first Ocean Infinity missiona private robotics company specialized in the study of seabeds. In his history, helped locate the Endurance of the legendary explorer Ernest Shackleton in 2022 providing specialized personnel and underwater robots. On the table, initially an area considered a priority of 25,000 square kilometers located to the north of the previously explored area taking into account the new drift analyzes of the remains found on African beaches. Ocean Infinity Finally, 112,000 square kilometers were covered in just over three months thanks to a fleet of eight autonomous underwater vehicles, faster than the vehicles used in the initial search. It was not enough: in June 2018 he ended his mission with disappointing results, as its CEO explained. After a few years in standbyin Malaysian government has authorized a new search mission to an old acquaintance: Ocean Infinity, which got to work on December 30, 2025 after accepting the order in modality no find, no fee aka, what If they don’t find anything, they won’t be paid.. If you do so, the maximum reward will be 70 million dollars, about 60 million euros, according to El País. It is not much for the cost of the operation, but it would be the definitive boost to consolidate Ocean Infinity as the best underwater search company in the world. Little has emerged about the operation, beyond the fact that it will last … Read more

other airlines have seen their opportunity

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A dead king, a king. This saying perfectly summarizes what is happening in the airports of northern Spain after Ryanair’s decision to cut its presence in regional airports. after his scuffle with AENA for airport taxes. The most affected airports Due to the cutback in Ryanair’s operations in Spain, they are concentrated in Galicia (-80%), Asturias (-16%), Cantabria (-38%) and the Basque Country, where the Irish company had built a very relevant position in low-cost flights and now leaves a gap that conditions the connectivity of residents and tourists. However, other airlines They are taking advantage of Ryanair’s withdrawal to occupy their space with more flight offers and new routes. ​Fewer places, but more routes. The Cantabrian coast is one of the main areas affected by these Ryanair cuts. According to data of RTVEthe balance of the 41% cut in the peninsular airports represents 600,000 fewer seats (spaces are eliminated in some, but they are increased in the most profitable airports), but the company has eliminated bases and routes in various parts of the country, with a special impact on the airports of Asturias, Santander, Vigo and, especially in Santiago, which is facing the final stretch of its works. The result of this movement has been an adjustment in the capacity and repertoire of airlines: Vueling, Iberia Express, Volotea and others have expanded their seats at these airports and have created new routes to take advantage of the freed demand. Vueling, for example, raises an increase of 15% in its offer of places for Santiago de Compostela. According what was published by The Economistthe IAG group would also have announced new routes from the Irish Aer Lingus that connect Santiago and Cork, as well as Dublin and Asturias, while KLM will link Amsterdam with Galicia and Asturias. ​Volotea takes over in Bilbao. While Ryanair reduces its presence in the Basque Country, Volotea has announced the increase in its activity in the north of the peninsula, with Bilbao as one of the main axes. The company foresees by 2026 “a 10% increase in its capacity from Bilbao by 2026 —which also represents a growth of 320% compared to 2018, the year the base was inaugurated—, approaching the 730,000 seats offered and reinforcing its commitment to the region.” This will be Volotea’s largest seat offering at this airport since the beginning of its operations. This move makes the airline one of the main actors called to occupy the space left by Ryanair in the north. It will also expand its operations at the Santander airport, where it will not only consolidate its current routes, but also plan to open new international connections to Cantabria. ​A market in recomposition. The gap left by the Ryanair cut has activated a response from other airlinesbut the previous volume of operations has not yet been reached in all airports, showing an asymmetric recovery. While airports such as Vigo or Santiago are still far from achieving this recovery of seats, others such as Bilbao or Santander register a positive balance with an increase in operations of 10% and 1.4% thanks to the strengthening of the position of Ryanair’s rivals at those airports. That is, the withdrawal of Ryanair has meant that its rivals have recovered in just a few months 41% of the share that the Irish airline previously had, which will increase throughout 2026. ​Less negotiating pressure for Ryanair. The political dimension of the conflict also influences the recomposition of the market. Faced with this new scenario, institutions and regional administrations are seeking agreements with new airlines to sustain key routes and avoid a further deterioration in connectivity, while the market moves towards greater diversification of operators. The increase in weight of other operators on the airport board of these airports takes away the strength of the pressure strategy of the Irish company, which could use its withdrawal as a measure to obtain better conditions at other airports compared to AENA. In Xataka | In the midst of the battle between Ryanair and Aena, there is a Spanish airport that is suffering more than any other: Valladolid Image | Ryanair, Volotea

Ryanair is known for being one of the cheapest airlines. It is not so much if we look at its RASK

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Iberia reaches third place in AirAdvisor ranking over the best airlines on the continent, even surpassing Ryanair in a key indicator to evaluate cost-efficiency. The study analyzed more than 7.6 million flights and 831,000 passenger opinions to determine which airlines best combine price, service and reliability. Low cost vs. traditional. Iberia is positioned as cheaper than Ryanair when we measure the real cost per seat kilometer, as revealed the latest report AirAdvisor Annual. The Spanish airline ties with Vueling in seventh place if we stick to the price (with a RASK of 0.0824 euros), while Ryanair falls to the last position of this specific indicator, tied with Air France. Why is RASK important?. The RASK indicator (the formula being total revenue between available seats per kilometers flown) measures how much a passenger actually pays for each kilometer traveled, including all additional charges. With this parameter, we can see that low-cost airlines They are not so low-cost when we add extrassuch as checked baggage, seat selection or priority boarding. In this sense, if we stick to the RASK indicator, Iberia demonstrates that a traditional airline can also compete on prices without sacrificing basic services. The complete ranking. According to the report From AirAdvisor, Aegean Airlines repeats as the best European airline for the second consecutive year with 93 points, followed by Finnair (89 points) and Iberia (88 points). The Spanish airline recovers positions after falling to sixth place in 2024, rising three places in one year. Lufthansa and KLM complete the top 5, tied with Scandinavian Airlines. At the opposite extreme, Air Europa once again occupies the last place in the ranking with 48 points. Where Iberia stands out. The Spanish company obtains the highest scores in three key categories, according to the AirAdvisor report: travel with pets, family travel and safety. Its VIP lounges are ranked third in Europe, only behind Aegean and Finnair. In addition, Iberia was ranked 15th in the ranking of the 100 best airlines in the world in 2024. Its main weakness according to the report: reputation among customers, where it is the third worst valued. The Ryanair case. The Irish airline leads with 88% punctuality in both 2023 and 2024, but loses ground in almost all other categories. Ryanair is ranked 12th in the AirAdvisor overall ranking with 58 points, surpassing only Wizz Air, LOT Polish Airlines and Air Europa. In addition, the company obtains the second worst reputation score among customers and, according to the ranking, it is the worst option for traveling with pets and in comfort. The cheapest in Europe. For the third consecutive year, Wizz Air maintains the title of the continent’s cheapest airline, with a RASK of just 0.0417 euros per seat kilometer. They are followed by TAP Air Portugal (0.0713 euros) and Scandinavian Airlines (0.075 euros). However, it’s not all about the price, and Wizz Air occupies 13th place in the general classification, being the worst rated by passengers and registering the lowest scores for travel with pets and comfort. The methodology behind the numbers. According to they claim From AirAdvisor, its team spent weeks analyzing nine different categories to create this ranking. The data includes 7.6 million flights operated between 2023 and 2024, more than 831,000 customer reviews from nine different sources, 75,000 lounge reviews, 46 industry awards and pet, family and comfort policies of 13 airlines. Each category receives a specific score that then adds points for an overall ranking. What does this mean for the travelers. “Low-cost” and “traditional” airlines are becoming diluted and are no longer defined entirely by their quality/price ratio. There are other important indicators, such as the RASK, and airlines such as Iberia, KLM or TAP Air Portugal have adjusted to compete on price with low cost airlines, while ending up offering more complete services without surprise charges. Therefore, for the passenger this means that comparing only the base fare of the ticket can end up being misleading. Hence, a recommended practice is to see the final price of the ticket on each airline that we weigh once all the extras have been added and basic services have been taken into account. Cover image | Wolfgang Weiser In Xataka | In the midst of the battle between Ryanair and Aena, there is a Spanish airport that is suffering more than any other: Valladolid

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