Avianca has signed a multi-year agreement to become an official sponsor of Miami FC, a professional soccer club competing in the USL Championship. The partnership comes as the club initiates the construction of a new stadium facility in the south Miami-Dade area and seeks to align with corporate partners as part of a long-term growth strategy.

Under the terms of the deal, the airline will receive brand placement on the official team jerseys. Additionally, the club’s fan interaction area, previously known as the Fútbol305 Zone, has been rebranded as the Avianca Fútbol305 Zone. This activation is intended to provide fans with direct access to players and team events.

The move marks a strategic effort by Avianca to consolidate its presence in the Florida market, which serves as a primary hub for its North American operations. According to Rolando Damas, the airline’s sales director for North America and Europe, Miami is a critical gateway connecting the US with Latin America.

Data provided by the carrier indicates a period of growth in its US operations. In 2025, Avianca transported more than 4,900,000 passengers to and from the US, representing an increase of more than 6% compared to 2024 figures. During that same period, the airline operated 34,200 flights within its US network.

Currently, Avianca operates more than 400 weekly flights across 14 US cities. Its Florida operations specifically include more than 100 weekly flights departing from Miami, Orlando, Fort Lauderdale, and Tampa. These routes provide connectivity to destinations in Colombia, Ecuador, and Central America, as well as broader links to more than 80 destinations across 25 countries.

Miami FC executives noted that the partnership coincides with the development of world-class facilities in South Florida. Nathan Krum, the club’s chief marketing and revenue officer, stated that the collaboration is part of a broader vision to increase community accessibility and global connectivity.

Avianca is a member of the Star Alliance and is part of the Abra Group. The airline group includes several subsidiaries such as Aerovías del Continente Americano S.A., Taca International Airlines S.A., and Avianca Ecuador S.A.. In 2025, the consolidated group transported approximately 37,000,000 customers globally, operating a fleet of 140 aircraft including Airbus A320 and Boeing 787 Dreamliner models. Its loyalty program, LifeMiles, currently maintains a membership base of approximately 15,000,000 individuals.

The financial terms of the sponsorship were not disclosed, though it follows a trend of Latin American carriers increasing marketing spend within US professional sports to capture a larger share of the diaspora and tourism markets.

 

Freight forwarders and logistics companies serving the Americas no longer think of the region’s air network as a peripheral add-on to ocean freight. Latin American airports now handle everything from export flowers and pharmaceuticals to e-commerce parcels on overnight schedules. With volumes showing a steady growth path—and with governments racing to upgrade runways, cold-chain rooms, and free-trade zones—these gateways are transforming how independent forwarders plan routings, price capacity, and promise lead-times to customers.

The Latin American air freight market, valued at $1.04 billion USD in 2025, is projected to experience sustained growth, driven by expanding e-commerce, increasing cross-border trade, including inter-Latin American trade. Key growth drivers include the rising demand for more reliable and quick turnaround delivery services, particularly for perishable goods and high-value products.

Global air cargo demand rose by 3.4% in 2025 compared with the previous year, according to data released by the International Air Transport Association (IATA).

At the same time, total capacity, measured in available cargo ton-kilometers (ACTK), increased by 3.7% year on year. For international operations, demand rose by 4.2%, while capacity increased by 5.1%.

Latin America Air Freight Industry Concentration & Characteristics

The Latin American air freight industry has been defined by a moderate level of concentration, with a few large global players dominating but now also including several significant regional carriers. While FedEx, UPS, and DHL hold substantial market share, particularly in international freight, regional players like LATAM Cargo, Avianca Cargo (Tampa Air), and Aeromexico maintain strong positions in domestic and regional routes.

Other leading players in the Latin American airfreight industry include IAG Cargo (UK), Copa Airlines (Panama), American Airlines, Delta Airlines, Azul Cargo Express (Brazil) and Emirates Skycargo.

Nicholas Sutherland’s opinions and claims are his own, and not necessarily those of Finance Colombia.

Regional Growth Drivers

• E-commerce explosion – Same-day and next-day service expectations are migrating south, driving express integrators to expand cargo terminals in Latin America and sign block-space agreements with regional carriers.
• Perishables dominance – Colombia, Ecuador, Peru, and Chile collectively ship more than 1.5 million tons of flowers, fruit, seafood, and pharma each year—commodities that depend on airport infrastructure for freight with reliable 2-8 °C corridors.
• Pharmaceuticals – Colombia, Mexico and Brazil stand out as not only having large national companies, but also some of the largest pharma companies in the world have factories in these countries.

Electronics, jewelry, auto parts, specialized machine parts, and high-value textiles are also driving increased traffic.

Latin America’s Hub Status

For years, Latin America has been spoken of primarily as a supplier, a hub for perishables, electronics, and auto parts feeding the U.S. and Europe. Fast forward to 2025 and something is unmistakably clear: the region is no longer merely sourcing for the world. It is becoming one of the most strategically viable air cargo growth engines, driven by nearshoring, rising consumer markets, and accelerated infrastructure investment.

Leading Locations

Mexico

 Since 2023 the Felipe Ángeles International Airport, also within the Greater Metropolitan Area of Mexico City, has now surpassed the Benito Juarez airport for air cargo with 2025 figures showing 413,224 metric tons in air cargo traffic.

The International Airport of Mexico City, known officially as Benito Juárez International Airport, stands out as the largest airport in the country and is now the second busiest air cargo hub in Mexico and number three in the LATAM region. The figures underline the importance of this hub. In January 2022, the air terminal managed a total of 41,650 tons. In 2023, this number rose to 47,206.8 tons, reflecting an important increase of 5,556.8 tons. It is important to mention that this airport also acts as a center of operations and connections (HUB) for the Mexican airline Aeroméxico, further strengthening its strategic position in the airport and logistics scenario in the region.

The International Airport of Cancun (CUN), located in the Mexican Caribbean, is a major hub in cargo handling in Latin America. With leading-edge facilities and advanced systems for the processing of goods, the airport handles a diversity of products, including consumer goods, textiles, electronic parts and pharmaceutical products. Its strategic location makes it crucial for trade routes between North America, Latin America and Europe and it has undergone constant growth in its volume of cargo.

Colombia

El Dorado International Airport is in Colombia’s capital city, Bogotá, and stands out as the third most important airport in Latin America in terms of freight volume. It registered a 2024 throughput of 809,00 tons, with flowers, perishables and pharma being the main categories.

Colombia has consolidated its position as a world leader in the export of a wide range of products, including products derived from agriculture, foodstuffs and chemical products. The airport has also been consolidated as the center of strategic operations (HUB) for international airline, Avianca.

Two 3,800 m runways at 8,360 ft elevation make BOG a purpose-built wide-body freighter hub. Cargo airlines position here to bridge east-west schedules across the Caribbean, giving forwarders same-night connections into MIA, AMS, and DOH.

Panama

Tocumen International Airport (PTY), Panamá City handled 216,653 tons in 2024 (a 4% increase over 2023). PTY sits astride the Colón Free Zone and the Panamá Canal rail link; a third runway is budgeted for development in 2027 to future-proof capacity.

A new development project called “Tocumen Cargo City”, with an area of 124 hectares, which includes the concession for the development of the cargo terminal and logistics zone, was announced in 2024. This project will take advantage of Tocumen’s competitive advantages as the region’s main air hub that connects daily more than 80 commercial destinations, and more than 50 air cargo destinations integrating a multimodal axis with the country’s maritime and land transport operations,

 Peru

Jorge Chávez International Airport is in the region of Callao, outside of the metropolitan area of Lima (Peru). It stands out as the center of operations and connections for LATAM Airlines.

In 2023 the airport handled 230,993 tons of air freight. The largest quantities of air export products were fresh asparagus, blueberries, salmon and other seafood. In 2024, the airport also added another runway and a new passenger terminal with an adjoining logistics park.

Brazil

São Paulo-Guarulhos International Airport (GRU) had a throughput of 235,600 tons in 2024. Air-sea multimodality is boosted by a 90-minute drive to the Port of Santos. Automotive, machinery, pharma cold-chain (largest airport cool-store in Brazil) are the highest categories of products.

Campinas Viracopos (VCP) airport, in Sao Paulo state (not the city) handles roughly one-third of Brazil’s imported air freight and was voted 2024 Cargo Airport of the Year by routesonline.com . It boasts a 90,000 m² cargo terminal with 11 dedicated cold rooms and a live-animal zone.

 Looking Forward

Governments are aware that there is now fierce rivalry to attract air cargo logistics operations and several have identified the sector as a key segment which would improve the competitiveness of their economies and stimulate economic growth and create skilled employment opportunities. Integration of air cargo, ports, incentives and free zones have become a cornerstone for attracting logistics and manufacturing companies.

Cargo airports in Latin America are writing the next chapter in hemispheric logistics. For independent freight forwarders, and other investors, these hubs are not just transit points, they are strategic pivot points to shorten lead times, diversify modal risk, and command premium margins in niche verticals. Airports are emerging as focal points in this new logistics landscape. Policy support, geography, and international partnerships are essential to attracting international operators and service providers.

Several countries have made successful initiatives to increase investment in the multimodal logistics space including the Dominican Republic, El Salvador (with a focus on increasing Maintenance Repair and Overhaul operations) Ecuador and La Aurora International Airport in Guatemala becoming a major hub, with LAATS, a Guatemalan logistics and freight company, managing all regular cargo flights there.

Attracting Investment in the Caribbean

For countries in the Caribbean to consider becoming air cargo logistics locations, they require international operators to view them as viable long-term locations, therefore several factors need to be considered.

Cold-Chain certification is a cornerstone for diversified airfreight operations. Pharma shippers demand IATA CEIV or WHO GDP accreditation. GRU, VCP, and LIM all hold multiple certifications, allowing forwarders to move temperature-controlled cargo without auxiliary containers significant cost saving.

Customs & Free-Zone Synergy have been the defining characteristics of a country’s success. Many airports interface directly with bonded zones or inland ports. Panama’s Tocumen International Airport’s on-airport logistics park and Panama Pacifico free zone cut transfer times by 24 hours compared with off-site warehousing.

Customs Harmonization and Focused Incentives

Caribbean countries must consider integration of the electronic DUCA-F, a fundamental document for the export of products originating in a Central American country to other countries in the region, within the framework of current trade agreements. It integrates and connects the customs systems of the six countries that make up the Central American region. This interconnection significantly improves customs controls, allowing for the automatic validation of declared data and real-time verification of approvals issued by the single windows and customs authorities of each country.

Airports may waive or discount landing fees for 1–2 years to attract new carriers or new routes. Sao Paulo’s Viracopos International Airport in Brazil runs an incentive program for cargo carriers as it looks to strengthen international hub’s cargo activities. The program aims to develop Viracopos as an international cargo hub, and the gateway’s operator – Aeroportos Brasil Viracopos – wants to increase the number of international flight routes and cargo frequencies. Some of these incentives include 100% exemption of landing fees for operations at the airport’s cargo terminal for the first 24 months of a carrier’s cargo operation.

Like landing fees, building rents can be discounted for air cargo carriers. For example, St. Louis International Airport offers 18 months of waived terminal building rents and landing fees for new transoceanic service and related logistics. Income tax exemptions for the first four (4) years of operation and reduced tax rates (sub 10%) for air cargo-related logistics operations are other ways to compete with nearshore rival locations. Income tax exemptions on rental for developers are essential for infrastructure development. These exemptions can be for twenty years, combined with a reduced tax rate for the following years.

Several Caribbean countries have declared intentions to compete for investment in air logistics, however very few (except for the Dominican Republic) have made it a priority with an accompanying tactical and focused execution plan. Caribbean countries who wish to position themselves as an air cargo hub need to have feasibility studies done by internationally recognized logistics companies along with a well-defined plan for what reasonable short-term and long-term success looks like. It’s also essential to have a realistic outlook of what each country can offer, rival strengths and incentives and a clear understanding of any deficiencies which may pose headwinds to their stated goals.

Apple's new M5 MacBook Pro will ship without a power adapter in the box in the United Kingdom and European Union, prompting online confusion that the change was mandated by EU law — a claim that is incorrect.


Apple quietly updated its online store following the launch of the M5 ‌MacBook Pro‌ to note that customers in the UK and EU who purchase the new 14-inch model will no longer receive a charging brick by default. The laptop still includes a MagSafe 3 cable, but buyers must purchase a compatible USB-C power adapter separately. The change does not apply to other markets such as the United States, where a 70W USB-C Power Adapter remains included at no extra cost.

The omission led some observers to suggest that the decision was required under new European environmental regulations. Some claimed that the European Union had banned manufacturers from including power adapters with new electronics in order to reduce electronic waste, but this is not the case.

The confusion appears to stem from the EU's 2022 Common Charger Directive, legislation designed to standardize charging ports and give consumers flexibility when purchasing new devices. The directive requires that all smartphones, tablets, and laptops sold within the EU use USB-C for wired charging. It also stipulates that consumers must be offered the option to buy a device without a charger to limit unnecessary e-waste.

The law "ensures that consumers will be able to purchase new electronic devices without having to obtain a new charger each time," but it does not prevent manufacturers from supplying one. In practice, this means companies must provide a version of each product that can be purchased without an adapter, while retaining the freedom to include a charger or offer it free of charge.

Apple's decision to remove the charger entirely from the EU boxes therefore goes beyond what the law requires. The company could, for example, offer customers the option to include a charger at checkout for no additional cost, as long as it also sells a version without one. The lack of charger in the UK is even more unnecessary, since it is not part of the European Union.

The move to charge separately for adapters is therefore a business choice by Apple, not a legal necessity. The company's approach simplifies logistics and packaging, avoiding the need for separate SKUs in Europe, but it also shifts the cost to customers who do not already own a compatible charger.

Apple has historically argued that omitting power bricks from its packaging is part of a wider environmental effort. The company first removed the charger from iPhone boxes in 2020, citing the environmental benefits of smaller packaging and fewer redundant accessories. Similar reasoning has since extended to other product lines. By reducing the size and weight of shipments, Apple says it can cut carbon emissions and limit use of resources across its supply chain.

The M5 ‌MacBook Pro‌ continues to support both ‌MagSafe‌ and USB-C charging. Customers can use existing 67W, 96W, or 140W USB-C adapters to charge the device, depending on the configuration. Apple sells its own USB-C power adapters separately, and the company's online product pages now prominently note that "power adapter sold separately" for the affected regions.

Pricing adjustments partly offset the omission in some regions, although shifts in currency exchange rates likely also factored into Apple's pricing changes as is common. In several European countries, the new 14-inch ‌MacBook Pro‌ is approximately €100 cheaper than its predecessor, but the UK model retains the same starting price.
This article, "EU Didn't Stop Apple From Including Charger With M5 MacBook Pro" first appeared on MacRumors.com

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Apple is nearing a settlement with the European Commission to resolve multiple antitrust investigations under the Digital Markets Act (DMA), in a move aimed at averting escalating daily fines that could reach up to 5% of its average global revenue, the Financial Times reports.


Both Apple and Meta are reportedly in the final stages of talks with European regulators following a combined €700 million in fines issued in April 2025 for breaching the EU's flagship digital competition law. According to officials briefed on the discussions, both companies are negotiating changes to their business practices to ensure full compliance and avoid further penalties.

For Apple, the settlement discussions center on the European Commission's ongoing investigations into the App Store. Regulators previously found that Apple restricted developers from directing users to offers outside its platform, in violation of the DMA's anti-steering provisions. The company was fined €500 million in April and ordered to amend its practices.

In June, Apple announced several modifications to its ‌App Store‌ framework for the European Union, including allowing developers to promote alternative payment options and distribute iOS apps via external marketplaces for the first time.

European Commission officials told the Financial Times that talks with Apple remain ongoing over the company's new contractual terms for developers and whether they sufficiently remove barriers to fair competition. The Commission has sought assurances that developers are free to communicate directly with users about external pricing or promotions without facing additional fees or restrictions from Apple.

Under the DMA, designated "gatekeepers" such as Apple must not favor their own services over rivals and must allow fair access to their platforms. The law represents one of the European Union's most far-reaching efforts to curb the power of large technology companies. Violations can trigger substantial daily fines, potentially reaching billions of euros for repeat offenses.

Apple maintains that it is already in compliance with EU law and appealed the Commission's initial decision, arguing that the regulator's interpretation goes beyond what the DMA requires. The Commission is still collecting input from developers and other stakeholders on Apple's proposed adjustments.

Officials close to the discussions expressed optimism that a resolution could be reached soon. The outcome of the case is expected to have wide-ranging implications for the company's operations in Europe, influencing how it manages the ‌App Store‌ and more.
This article, "Report: Apple Nearing Agreement With EU Over App Store Rules" first appeared on MacRumors.com

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