airports

One of the most feared airports in Europe faces a new problem. And it comes from the Atlantic

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There are airports that seem designed to remind us how complex flying is. It also depends on the exact place where you are trying to land. In Madeirathat reality is understood very quickly: Cristiano Ronaldo airport It coexists with the Atlantic, with difficult terrain and with winds capable of altering operations. The novelty is not that it is a demanding airport, something well known, but that Portugal has put figures to a problem that seems to have worsened. The data. He put the information on the table Hugo Espírito SantoSecretary of State for Infrastructure of Portugal, during a parliamentary hearing held at the end of May. According to DNOTICIAS.PTweather records show an “abnormal variation” in wind speed starting in 2015 at Madeira airport. The average climb is around three knots, approximately 5.5 km/h, a figure that may seem small from the outside, but which in an infrastructure so sensitive to the wind has very concrete operational consequences. In the words of the president himself, this increase “makes a large part of the operations unviable.” An airport conditioned by its geography. To understand why three knots matters so much, you have to look at where the runway is. Euronews describes the airport as one of the most demanding in the world due to an unpleasant combination: one end built on concrete pillars, terrain that rises quickly in the vicinity, cliffs near the other end and winds generated by the nearby mountains. This mix can translate into local turbulence, waiting in the air, detours or cancellations when the weather is not good. Looking for an explanation. After recognizing the average increase of three knots, Espírito Santo explained that the Portuguese Institute of the Sea and Atmosphere and the National Civil Engineering Laboratory are analyzing the phenomenon to determine its causes. That caution is relevant: we know that the records show an abnormal variation in wind speed, but not why. In an airport so exposed to local conditions, this difference between confirming the problem and explaining its origin is key to not taking for granted what is still being investigated. New system. The MAWINDS system combines LIDAR and X-band radar to analyze weather conditions in almost real time around Cristiano Ronaldo Airport. The project was presented by the Portuguese Government in December 2024 with an investment of 3.5 million euros assumed by NAV Portugal, although its technical incorporation was not yet fully closed in May 2026. Its purpose is to better detect episodes of turbulence and adverse wind before they affect the operation. Technology still in development. Everything seems to indicate that installing such a system is not equivalent to fully incorporating it into operations from one day to the next. The Portuguese infrastructure manager acknowledged that there were still no preliminary reports on MAD Winds and attributed the delay in its certification to the complexity of an unusual technology. As he explained, before being installed in Madeira this technology had only been deployed in four airports. That is to say, the airport already has a more advanced tool for observing the wind, but its full use still depends on technical work that cannot be simply accelerated. The roadmap. When MAWINDS was presented in December 2024, it was explained that a one-year pre-operation phase was opening to generate data and give ANAC the necessary information before considering, in the future, a possible revision of the wind operating limits. The system is not only designed to better look at the weather, but to build a sufficiently solid database to allow regulatory decisions to be made without lowering the priority of safety. Images | Madeira Airports In Xataka | The biggest move in history will be in Dubai: 35 billion dollars to build the largest airport in the world

carry your laptop in “taco mode” through airports and offices

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The video is, the truth, weird. It shows a hand carrying a closed laptop while climbing some stairs. A few moments later, the shot changes, and that same hand is carrying the same laptop slightly open, held only so that it does not close completely, as he descends the stairs. The question, of course, is why. And then you look at who posted and you start to understand what’s happening, because that video is from OpenAI. People carrying laptop slightly open. With it, the AI ​​company wants to imply that there is a new fashion in Silicon Valley: that of going with your laptop everywhere, but not like before, when you carried it closed. Instead, people are carrying it slightly open because that allows the laptop to continue operating normally and not go to sleep or activate power saving modes. And the people who carry their laptop like this are people who do not stop using AI. @openai iykyk but we may be in for a treat soon 👀 ♬ Cant Go Broke (Remix) – Zeddy Will What seems strange or an oversight is actually a technical necessity imposed by AI agents to program. Both Claude Code and OpenAI Codex are used non-stop by Silicon Valley AI engineers, but to keep them running you have to prevent your computer from going to sleep. So what engineers who don’t stop working on AI projects with these agents do is, when moving from one place to another, they carry their laptops slightly open to prevent work from being interrupted. The code must survive. The problem is simple but compelling: many of these AI agents are used for long programming processes that work autonomously but depend, for example, on an active WiFi connection or on AI models that run locally. If one closes the lid completely, operating systems often go into sleep mode, killing the active session and even losing accumulated progress. The solution for many is that “taco mode”: they hold the hinge with a finger so that the operating system keeps the screen and the session active. A symbol of the times. In Business Insider they stood out how this way of carrying the laptop from one place to another is increasingly common in all types of scenarios. Not only do engineers and professionals in the technology segment in Silicon Valley do it, but it is also used by students and fans of AI who are working on all types of projects with these types of agents and do not want their work to be interrupted. There are other options… On Reddit some users they criticized to those who carry their laptops like this, remembering that there is no reason to carry the laptop in cue mode so that it does not go to sleep. It is possible to change the power options of macOS, Windows or Linux so that when you close the laptop everything continues to function normally, but there are also tools such as Caffeinate that allow it even without changing energy options. …but companies rule. The problem is that the professional reality is usually somewhat different: most corporate employees are forced to use “capped” laptops by the policies of the IT departments of those companies. It is usually impossible to install new tools beyond those “validated” by the company, and it is also not possible to change system preferences. The half-open laptop thus becomes a “physical hack” that solves the problem. Virtual machines or agents in the cloud. There was also criticism of the fact that those same developers could simply have these AI agents running in the cloud, where the machines run 24/7. This would allow these processes to remain active regardless of the state of the laptop, and would also solve possible connection interruptions if one travels by plane or is in a place with a poor Wi-Fi or data connection. However, these intensive AI users prefer to carry the laptop in tow and have that immediate and total control of the situation. Silly or prestigious? Fashion has become something that, according to BI testimonies, is increasingly common in Silicon Valley. Although some users feel a little strange and try to hide this way of carrying the laptop, others say they feel good because they see that more people do it. It is in some ways a sign of a certain professional prestige, because it seems to identify these people as heavy users of AI who are probably “on the crest” of the technological wave. In Xataka | AI models already have their new obsession: before it was vibecoding, now it is cybersecurity

this is the megaproject to link the large airports of Istanbul

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Türkiye is geographically and historically the link that unites Asia and Europe and if we talk about airports, Istanbul is immense and strategic for transportation from the West to the East. However, the Ottoman city of 15 million people is literally split into two continents because of the Bosphorus. A strait of just 700 meters that generates a colossal and chronic demand for mobility that no existing infrastructure has completely satisfied. Until now. Türkiye has just closed agreements with six of the world’s largest development banks to finance the most ambitious work in its modern railway history: a train line of 125 kilometers and 8,119 million dollars to join both shores. The project. It is called the Northern Ring Railway and it is a 125 kilometer long train line that will run through the north of Istanbul from Halkalı, on the European side, to Gebze in the Asian industrial zone. You will do so by crossing the Bosphorus through the Yavuz Sultan Selim Bridge. It is a high-capacity train with double electrified track designed to transport both people and heavy goods: on the passenger sections it will reach 160 km/h and on the freight section 120 km/h, as collects the World Bank technical document. In addition to connecting both sides of the city, it will also link the city’s two major airports by rail for the first time: Istanbul Airport in Europe and Sabiha Gökçen in Asia. Why is it important. Because Istanbul is the geographical hinge between Europe and Asia and this railway will become part of one of the great international logistics corridors: it is more than a train that unites the city, it is geopolitical infrastructure. According to the Minister of TransportAccording to Abdulkadir Uraloglu, the line could transport 33 million passengers and 30 million tons of cargo per year, which would greatly change the country’s transportation landscape. Finally, and from an airport point of view, connecting its two international airports by train would solve an unthinkable mobility deficit in large cities like London. Context. Istanbul already has a railway crossing under the Bosphorus: the tunnel Marmarayinaugurated in 2013. At the time it was an engineering milestone, but today it is not enough: it works as an urban freight train and its capacity to move goods is marginal (only at night and with restrictions). The rest of the crossings between the continent within Ottoman territory are made by road (the three great bridges of the Bosphorus), with the logistical, traffic congestion and environmental cost that this entails. Alleviating this burden and making it more efficient has been a pending issue for Türkiye for decades. In figures. We have already been breaking down some of the figures in which the operation will be closed, still in its initial phase: Secured financing: 6,750 million dollars of the total (8,119 million dollars) from six international financial entities. Forecast of 33 million passengers and 30 million tons of goods per year. Total length of the line: 125 kilometers. With 44 tunnels and 42 bridges. How are they going to do it?. The line will use the Yavuz Sultan Selim Bridge, the city’s third major bridge, as a Bosphorus crossing point. The interior layout is resolved with 44 tunnels (more than 59 kilometers underground) and 42 bridges that add another 22 kilometers in height. That approximately 65% ​​of its route takes place in structure gives an idea of the technical difficulty and cost what it means to build in such a complex orographically urban environment. Thus, the north of Istanbul is a terrain full of hills, ravines and seismic activity that invite you to avoid filling and clearing as much as possible. Regarding financing, the six entities committed They cover practically all the relevant geopolitical blocs: the West with the World Bank and the European Bank for Reconstruction and Development, the Asian with the Asian Development Bank and the Asian Infrastructure Investment Bank, the Islamic Development Bank and OPEC, from the Middle East. The contribution of all of them amounts to 6,750 million and the other remaining 1,400 million must presumably be covered with the Turkish State’s own funds. The roadmap. The project is still in an early stage, preparing for the construction competition. The Ottoman government’s idea is to deliver the site before the year, at which time the works will begin. In addition, the banking agreements are still preliminary, so the negotiation and signing process still remains. Although the Turkish Ministry of Transport and Infrastructure of Turkey plans to start the works before the end of 2026, the international financial organizations that support the project place the operational completion of the infrastructure on the horizon of December 2032 given the complexity of the undertaking. Yes, but. Although the project is of capital importance for the country and global logistics, as evidenced by the international financial support, its initial stage is one of its main handicaps: it is subject to negotiations and delays that can complicate everything. And even if it does materialize, the cost can skyrocket. The World Bank Environmental Impact Assessment classifies the environmental and social risk of the project as “Substantial” due to the great seismic risk (Istanbul is on the North Anatolian Fault) of its route, which crosses the green lungs of the city (so it will affect critical water basins and habitats) or the risks to citizens in terms of annoyances such as noise or vibrations. In Xataka | 20 kilometers, 22 months and a gigantic challenge: connecting China and Mongolia by train through a brutal desert In Xataka | From the Atlantic to the Pacific in less than seven hours: Mexico wants to build its own “Panama Canal” Cover | Astronaut photograph ISS008-E-21752 – NASA Earth Observatory, Public domain and Büşra Salkım

Meanwhile there are Spanish airports that will not see any of your planes

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Everything indicates that this year there will be a price increase in Ryanair tickets. The company has raised its rate increase forecast to 9% for its current fiscal year, which ends in March. All this while maintaining the strategy of reducing its operations in Spanish regional airports after the fight against Aena for airport taxes. What you have announced. Ryanair CEO Michael O’Leary has confirmed in presentation of quarterly results that banknotes will rise between 8% and 9%, exceeding the 7% that had been predicted in November. According to O’Leary, this is due to the “strength of demand” and the shortage of supply in the European market, as share the Expansion medium. The company estimates it will carry 208 million passengers this year, one million more than initially anticipated. Why are prices rising?. According to account Ryanair’s strategy is linked to Europe’s limited capacity in terms of the lack of available aircraft. In addition, the airline’s reservations have reached record levels after Christmas, all the more incentive for the company to end up raising its fares, offsetting the 7% drop last year. The situation in Spain. Ryanair maintains its pulse with Spanish regional airports, which it accuses of applying high rates that make them “non-competitive.” Last October, the company already announced its third consecutive cuts in small airports in the country, eliminating 1.2 million seats. In its strategy, Asturias will be one of the most damaged airportssince Ryanair will completely cease its operations there. Redistribution. “We have allocated Ryanair’s scarce capacity to regions and airports that cut airport charges and encourage traffic, such as Albania, Italy, Morocco, Slovakia and Sweden, withdrawing flights and routes in high-cost and non-competitive markets such as Austria, Belgium, Germany and regional Spain. The trend will continue in summer 2026,” counted O’Leary. Leader in Spain. Despite the confrontation with Aena and the cuts in small airports, Ryanair was the leader in Spain during 2025 and even expanded the advantage it already had over the rest of the competitors. There is an explanation for this: while regional airports’ operations are declining, in the rest of the large cities they have grown. From Aena hold that, beyond the argument of fees, what Ryanair does is move its planes where it is most lucrative. Company numbers. Ryanair presented quarterly results marked by an 83% drop in profit until December, weighed down by a fine of 256 million euros imposed by the Italian regulatory body. However, in the three quarters as a whole, net profits increased by 29% to reach 2,392 million euros. For the full fiscal year, the airline forecasts a net profit of between 2,130 and 2,230 million euros, which would represent an increase of 35%. What’s coming now. Ryanair expects to receive the last four aircraft of an order for 210 Boeing in February, several weeks ahead of schedule. Looking ahead to 2027, the first 15 units of a new order for 300 Boeing 737 MAX 10 aircraft will arrive, more efficient and with 21% more capacity, which will allow the company to reach 216 million passengers next year. Its long-term goal is to reach 300 million travelers by 2034. In Xataka | In the middle of the ocean, 250 passengers on a plane learned that one of them was a stowaway. One shaped like a rat

The train is eating the plane in Spain for a very simple reason: airports exhaust us

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Although Renfe has given us some somewhat tortuous months in terms of its service, AVE delaysthe truth is that the train continues to be a very important means of transport in Spain, and there are many who prefer it to the plane. Factors like railway liberalization and the fierce price war Among the different railway operators they have also been especially favorable to this preference. According to Renfe data to which El País has had access82% of travelers choose the train over the plane. And this from an environmental point of view is good, since as the media reminds us, this represents an annual savings in emissions that reaches 512,926 tons of CO₂, equivalent to removing about 250,000 combustion cars from circulation for an entire year. Growth. The seven main routes, which connect Madrid with Barcelona, ​​Seville, Malaga, Valencia, Alicante, Galicia and Asturias, have experienced growth of up to 66% in the number of travelers in the last three years, according to the data provided by the railway operator. Numbers. Between September 2022 and August 2025, the Madrid-Barcelona corridor has gone from 7.5 to 8.9 million travelers. Madrid-Valencia rose from 4.4 to 5.3 million, while Madrid-Málaga jumped from 2.1 to 3.5 million, being the corridor with the most relative growth. According to account In the middle, these figures also include the users of Ouigo and Iryo, the private operators that have entered into competition after the liberalization of the sector. The three hour rule. “As soon as the train offers a competitive travel time of less than three hours, demand shifts massively to the railway instead of the plane,” explains Adrián Fernández, director of Sustainability and Energy Efficiency at Renfe, to El País. Fernández presents the case of Madrid-Barcelona, ​​since when the journey lasted seven hours, only 15% of the passengers chose the train; Now, with a two and a half hour trip, that proportion reaches 83%. Where do new travelers come from?. Just like collect In the middle, the International Union of Railways estimates that 50% of current high-speed users come from the plane, 20% abandon the car, and the remaining 30% correspond to induced trips, referring in the latter to trips that were not made before having the AVE. Savings Breakdown. The middle collect Renfe calculations based on European Commission methodologywhich state that the Madrid-Barcelona route avoids the emission of 185,856 tons of CO₂ per year. According to these data, Madrid-Seville saves 76,874 tons, and Madrid-Málaga reduces emissions by 72,121 tons. Adding the connections with Galicia, Valencia, Alicante and Asturias, the total amounts to 512,944 annual tons of CO₂. The equivalent in cars. To measure this figure, the Institute for Energy Diversification and Saving (IDAE) esteem that each car traveler emits 121 grams of CO₂ per kilometer, as points out The Country. Considering that a vehicle travels about 11,200 kilometers per year in Spain with an average occupancy of 1.5 people, the savings are equivalent to removing 252,325 cars circulating throughout the year. Challenges. Although the train is more sustainable, Cristina Arjona, Greenpeace mobility spokesperson, counted to El País that “to encourage its use even more it must also be the most competitive in price, since sometimes it is still more expensive than the plane.” “As high speed reaches new corridors, as soon as times are competitive, people decide to use the train en masse, with quotas of 80% and 90%,” account Fernandez in the middle. Now the challenge for operators is to extend this network to more territories and ensure that the offer of frequencies and prices remains attractive. In Xataka | Aragon finally solves the great bottleneck for its Pyrenean dream: joining Navarra and Catalonia by highway

There was a reason for airports to avoid solar panels, and Malaga has just dismantled it

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In our daily lives we are increasingly accustomed to seeing solar panels. on balconies either roofs. Even when we travel by car it is common to find plate-covered land either large wind turbines. However, there is one place where until now solar energy seemed out of place: airports. For years, sun reflection was an unsolved problem in the airport environment. The fear that a flash could affect a pilot on approach stopped any attempt to install solar panels. In Malaga, that fear is no longer an obstacle. In short. Malaga-Costa del Sol Airport sum for the first time self-consumption photovoltaic installations promoted by private companies. Europcar and Goldcar They were the first to take the stepwith a project developed by the Malaga engineering company Ubora Solar. As La Opinión de Málaga highlightsit is not a project promoted by Aena, but rather a direct commitment by private companies to generate their own clean energy in one of the most regulated and monitored spaces in the country. The big obstacle: glare. The main challenge of the project was not technical or economic, but rather air safety. The possibility that the solar panels generated annoying reflections or glare on pilots and controllers was a critical concern, also regulated by Aena regulations. The answer involved an exhaustive analysis of visual risk. Ubora Solar developed aeronautical glare studies following the standards of the Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA), taking into account everything from the actual flight trajectories to the visibility from the control tower. All of this served to precisely define the orientation and inclination of the panels within the airport complex. The results were conclusive. Luminance values ​​were well below the European threshold of 20,000 cd/m², and any possible reflection coincided with the position of the sun, being “masked by its own brightness”, a phenomenon known as sun masking. In other words: the reflection exists, but it is imperceptible and does not pose an operational risk. In other countries it was already a reality. Although solar installations already exist in airports in other countries, the case of Malaga is especially relevant due to its private nature. In the United States and in different parts of Europeairport photovoltaics has been a reality for years, always subject to strict glare and air safety studies. The difference, as various media emphasizeis that in Spain this step had not yet been taken without a direct impulse from the airport manager. Málaga thus acts as a laboratory and precedent for a model that could be replicated in other airports in the country. A success that does not blind. For years, the sun was seen as a risk at airports. In Malaga, he has become an ally. The project shows that the greatest fear —the glare— it is not fought with prohibitions, but with rigorous studies, planning and technology. Málaga-Costa del Sol Airport not only manages takeoffs and landings. It has also opened a new path for the energy transition in one of the most complex environments that exists. And it has done so without losing sight of the most important thing: safety. Image | solar ubora and Unsplash Xataka | When the December sun surpasses that of April: the luminous paradox of a vertical panel on the balcony

Using aerial balloons to smuggle tobacco is common in Eastern Europe. And then the airports have a problem

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The airport of Vilnius, Lithuania, has been forced to close its doors throughout the night from last Tuesday to Wednesday due to the massive entry of hot air balloons loaded with cigarettes smuggled from Belarus. The closure, which lasted from 11:00 p.m. until 6:30 a.m., has affected around 4,000 passengers and caused the cancellation of 30 flights. The worst thing is that It hasn’t been the first time that the airport is facing this situation. What has happened. Dozens of weather balloons used by smugglers to transport tobacco from Belarus crossed Lithuanian airspace overnight. According to Vilmantas Vitkauskas, head of Lithuania’s National Crisis Management Center, called it “the most intense raid of the year.” Incoming flights had to be diverted to other airports, including Warsaw and Kaunas, while two land border crossings between the two countries were also temporarily closed for the same reason. Why do they use balloons? Smugglers take advantage of the fact that tobacco is significantly more expensive in the European Union than in Belarus. Using these hot air balloons, they send thousands of packages of illegal cigarettes across the border without having to go through customs controls. The images spread The media shows large balloons floating between the trees with cigarette packs hanging below. It’s not the first time. On October 5, just two weeks before, Vilnius airport had already had to suspend operations for hours for a similar incident. On that occasion, 25 balloons crossed Lithuanian airspace, affecting around 6,000 passengers. According to official data published this month, a total of 966 balloons entered Lithuania last year and more than 500 have already done so so far in 2025. Neighboring Poland has recorded more than 100 similar incidents this year, according to its border police. The Government’s response. Lithuanian Prime Minister Inga Ruginienė has announced the call for an urgent meeting of the National Security Committee to address the problem. “It is not normal that so many balloons cross our border and that we have to intercept them to keep them away from our strategic installations,” he declared. Ruginienė has urged authorities in Minsk to cooperate to prevent future incidents, calling on Belarus to take “a responsible approach towards these events, regardless of our political relations.” A security issue. The commander general of the Lithuanian Border Guard, Rustamas Liubajevas, confirmed that hundreds of balloons could have crossed the border last Tuesday and that four suspects have been detained. The Lithuanian authorities have been authorized to shoot down these balloons since last year. Although these incidents are directly linked to smuggling, violations of Lithuanian airspace are a particularly sensitive issue: the country is a member of NATO and the EU, and in July suspected russian drones They crossed its territory from Belarus, one of them carrying explosives. Vilnius is located just 32 kilometers from the border with Belarus, Vladimir Putin’s main ally in Europe. Cover image | State Border Guard Service and Made In Vilnius In Xataka | El Prat airport is full of ghost valets, and they are a real problem: the Mossos have already shielded the area

Ryanair has put Spanish province airports with their cuts with their cuts. Despite this, it will grow in 100,000 squares

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Ryanair will increase its seat offer in Spain by 0.5% during the 2025-2026 winter season, which is equivalent to about 100,000 additional places. So far, the airline continued with its strategy of Remove places at regional airports Spanish in response to the increase in AENA’s airport rates. This time, the movement has been the opposite, although it was expected, because the firm prefers to concentrate the fleet in the most profitable destinations. Cuts. Ryanair will reduce its capacity in northern cities and island regions, although The global balance is positive. In addition, there has been airplane repositioning: the two devices retired from Santiago de Compostela will move to Malaga and Alicante, remaining in Spanish territory. The company seeks that its airplanes fly more hours and generate greater return per passenger, something simpler in large tourist cities. This movement adds to The 800,000 squares already eliminated Before summer in airports such as Santiago, Vigo, Tenerife Norte, Santander, Zaragoza, Asturias and Vitoria, who in some cases have meant the dismissal of a hundred employees. Who wins and who loses. The Mediterranean will be the great beneficiary. Malaga, Alicante and Valencia will absorb the bulk of growth, with increases that could achieve Between 10% and 14% At Alicante airport, exceeding 10 million seats. The Costa Blanca Tourism Board of Tourism figure the increase in more than 4.3 million places from Alicante-Elche. This Thursday will start The presentation act of the winter operation with an event in Malaga that will be attended by Mayor Francisco de la Torre, where it is expected to know the increase in routes and frequencies from the Costa del Sol. Seville will maintain its stable offer. The great affected. On the opposite side, Santiago will suffer a collapse Of 80%, Vigo of 73%, Asturias of 16%, Santander of 38%and Zaragoza of 45%. The Canary Islands will lose more than 400,000 places, with the total closure of operations in Tenerife North and descents in Gran Canaria, Lanzarote and Fuerteventura. The Balearic Islands will also notice the withdrawal, with a 6% drop in the middle of the low season. Even Madrid and Barcelona, ​​the two great airports of the country, They will see their capacity fall by 3% and 5% respectively. The airline He has threatened In addition to reducing another million seats next summer if Aena does not reduce airport rates. The pulse with Aena continues. Eddie Wilson, CEO of Ryanair, justifies The redistribution of the fleet through airport rates ensuring that “our personnel costs, route rates, maintenance, sales or fuel are the same in any country. The only variable costs are handling and airport rates, and if they rise in Spain and go down another place, we will go there.” Michael O’Leary, executive president of the airline, will travel to Madrid in October to address with the government the lack of incentives to regional airports and the fine of 107 million euros imposed by consumption for the collection of hand suitcases, a sanction that the airline has resorted to considering it contrary to European regulations. The answer from Aena. Maurici Lucena, president of Aena, responded To Aena’s pressures ensuring that “he uses them because he freely wants to do it and because it is convenient. Contrary to what Ryanair’s public statements hint, Aena will never accept transforming the relationship of symbiosis into a vassalage relationship, as the airline intends, because the Spanish airport system would seriously harm.” Despite the cuts, there is growth. Despite the threats and the announced cuts, Ryanair has requested more holes between hours than last season, a “quantitative discrepancy” highlighted by Lucena himself. The airline It is still the first in Spain with 46.7 million passengers until August, far ahead of Vueling (33.2 million) and the Iberia group (29.6 million). Cover image | Wolfgang Weiser In Xataka | Granada fine from today with its new area of ​​low emissions: who can access, fines and exceptions

Ryanair has put the Spanish province airports in check. Fortunately for them, there is a thing called “capitalism”

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Spanish airports are living a tremendous snake in recent months, and the absolute protagonist is Ryanair. The Irish airline has been using smaller airports for months, such as negotiating weapon in battle against airport ratesthreatening to leave them lying if their conditions were not met. Threatened … and fulfilled, being Valladolid’s one of the most affected airports. But there Where Ryanair closedother companies have seen a chance. And, as the Minister of Transportation says: “To dead king, king on.” What’s happening. AENA is the public company that is responsible for the management of airports in Spain. A few months ago he announced that, as of March 2026, it would increase airport rates by 6.5%. This implies that the maximum entrance per traveler will go from 10.35 euros to 11.03 euros, a rise of 68 cents. The reaction Ryanair was … sound, so to speak. Through several very public profiles, including that of its controversial CEO, Michael O’LearyThe company described the increase as unjustified, stating that regional airports would be less competitive against other European destinations. In general, the defense of Ryanair is based on affirming that Aena acts as a monopoly when the benefits of travelers and regional connectivity are put. Affected. The manager justifies the climb to the need to face a Investment Plan of about 13,000 million euros with the aim of modernizing the network in the coming years before an expected increase in demand. All this led to the president of AENA and the Ministry of Transportation accused Ryanair of being blackmailing the country. Also accuses To the company to use that increase in rates as an excuse to stop operating in regional airports, moving to the “airports in which they can set higher prices in their tickets to earn more money”. In fact, a pulse can be allowed like this. Ryanair’s response? Trim a Million places Facing the Christmas campaign of this 2025 through the cessation of operations in those regional airports in which the airline was the main mode of connection with other airports. The most affectedin addition to Valladolid, Son Vigo or Santiago de Compostela, but also Tenerife Norte, Asturias, Santander, Zaragoza, Jerez or Vitoria. airport Capacity cuts for winter 2025 & 2026 Santiago Base closure (two less aircraft, 80% less capacity) sherry Closing Valladolid Closing Tenerife Norte Closing Vigo Closing Santander -38% Saragossa Closing Asturias -16% Vitoria -2% Canary Islands -10% Dead king, king. The truth is that Ryanair is one of the most powerful companies at European level, especially in these smaller airports, since its model is the one that allows connections between cities that other companies do not cover. However, his withdrawal of some Spanish airports is not something that worries one of the protagonists of this story: the Minister of Transport and Sustainable Mobility. Óscar Puente defended A few days ago, Ryanair’s march would be compensated with the arrival of other companies. The minister argued that “no company will condition airport policy with threats, underlining That “to dead king, king placed”, and it seems that those new ‘kings’ are already appearing their heads. To attack. It was the bridge itself who announced that airlines as Vueling would “immediately” cover the routes abandoned by Ryanair for this winter, ensuring that he has worked in negotiations with both vs. with other companies to fill that void left by the Irish company. Vueling will reinforce its presence in Santiago and Tenerife Norte, but it is not the only company that has seen an opportunity in this situation. Iberia Express or Wizz Air They also work to cover part of the routes operated by Ryanair. Specifically, from Independent comment which turning will increase its capacity by 15% in Santiago (reaching 578,000 seats) and 11% in Tenerife Norte (900,000 seats). Wizz Air, meanwhile, will open 40 additional routes until March 2026. Another of those who I could enter the game It is volotea, an airline that is focused on connecting small and medium cities that has already collected the Guante of Ryanair’s abandonment of French airports. Because this struggle of Ryanair against rates are also having it in parallel in France. And the train? Of course, Ryanair has put the increase in rates in the center of the debate, but there is something that has been forged in recent years: the expansion of high speed. A few weeks ago we already commented that that of Santiago and Vigo, airports in which the Irish has closed operations, are two cities to which The arrival of high speed is especially affecting. In Asturias There are still complicationsbut new sections are planned that will allow the train to fight the plane soon. And in Zaragoza not only Renfe operates: Ouigo and Iro They joined not so much. Now, where the train is not an option is in the Canary Islands, where Ryanair will reduce 400,000 places in winter, canceling 36 connections. There will be companies such as Vueling, Iberia Express or Binter who will have to demonstrate whether they can operate without travelers missing Ryanair. This next winter will be the fire test. In the end, Ryanair has been able to blackmail Aena (and other European organizations) to some extent, since if he leaves his routes, due to competition, there are other companies that are looking forward to occupying their place. Images | Ryanair, Robot8a In Xataka | In its extreme obsession with hand luggage, Ryanair has created a new and explicit product: “Backpacks to travel with Ryanair”

Europe saw the Ukraine War from home comfort. Until the war has moved to its airports

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The war in Ukraine has devoured Russia’s human and material resources at a devastating rhythm: more than 250,000 soldiers dead and about one million of total casualties, a cost higher to all its wars since 1945. This fact has conditioned Moscow, but has also enhanced a war that has turned the airspace of the rest of Europe into chaos: The hybrid war. The bleeding and the turn. Forbes counted This week that, despite that human sacrifice, Moscow has barely expanded 12% The territory under its control, at the price of losing ten men for each square mile conquered. Thus, unable to sustain the conventional war, the Kremlin has replaced the number of troops by the Drones deploymentcapable of launching more than a thousand projectiles and responsible for Up to 70% of the Ukrainian casualties. The bet is so clear that it is expected to form more drone operators What infantry soldiers From here to 2030. With this transition, Moscow has converted the swarm of unmanned aircraft into the central tool of a hybrid strategy that not only points to Ukraine, but now Also to all of Europe. Civil aviation, the first front. The European airports They have been the first to feel the effects of this war in the shadow. Drone raids forced the Temporary airport closure In Copenhagen and Oslo, while a ransomware attack paralyzed billing systems in London-Heathrow, Berlin and Brussels. What were previously isolated incidents has become a coordinated series of interruptions that show to what extent civil aviation, highly interconnected, is vulnerable to hybrid sabotage that combines low cost devices with cyber attacks. The experts They point That these episodes seek to measure the European reaction capacity, and warn that the cost of modernizing antidron systems (radars, inhibitors, lasers) is so high that many airports are not prepared to assume it immediately. The result: hundreds of delayed or canceled flights and an unprecedented exhibition of the weaknesses of an essential sector. Denmark as an epicenter. In just one week, Denmark has undergone a Succession of incursions with drones on key airports such as Aalborg or Billund and on military bases where their f-16 and F-35 fighters operate. Defense Minister Troels Lund Poulen, described These operations as a hybrid attack executed by a “professional actor” and acknowledged that they could lead to activate Article 4 of NATO for the first time in the history of the country. Prime Minister, Mette Frederiksen, He described Copenhagen’s closure as the most serious attack suffered by Danish critical infrastructure. The government even studies legal changes to authorize civil operators of strategic facilities to demolish drones in case of threat. In parallel, political pressure has led to Call of meetings Joints in the EU to discuss the creation of a “drone wall” on the eastern borders of the continent. Europe and a challenge. The incidents In Poland, Romania, Estonia and Denmark have uncovered a major problem: Europe’s inability to face Cheap threats and massive like drones. The systems designed to intercept fighters or ballistic missiles are revealed ineffective against swarms of small low -cost devices, which go unnoticed to the radars or saturate the defenses. The magnitude of the Intrusion in Poland and airspace violations In Estonia They have shown that the gap is real. General stones They warn That what they need are not very expensive and scarce systems, but scalable defenses, cheap and mass produced: sensors, electronic war tools, small interceptors and short -range missiles. The proposal of A “Drones Wall” that covers borders with Russia, Belarus and Ukraine reflects urgency, but also the complexity of protecting against a threat in constant evolution. The conflict at home. The truth is that, for a long time, Europe contemplated the invasion of Ukraine from a distance, with the feeling that the war was fought in a foreign scenario. Today that perception It has vanishedat least in part: The hybrid war It has already closed airports In Denmarkparalyzed systems in Berlin, Brussels and London, and put at risk the safety of commercial flights. Thus, the front has moved to the tracks, to the navigation systems and the digital networks that support the daily life of millions of Europeans. If you want also, Russia has made the war cease to be a distant echo to become A tangible reality In the heavens and in the infrastructure of the continent, forcing NATO and the EU to rethink its defense in a new and most disconcerting terrain. Image | State Border Guard Service of Ukraine, monitorwar In Xataka | Russia is running out of one of its guts in war: Ukraine has destroyed the last Soviet jewel, and there are no spare parts In Xataka | Two hidden Russian soldiers wrote something unpublished to a drone. That day in Ukraine changed the rules of wars

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