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Delta Air Lines and Aeroméxico achieved a vital win against the US courts on the 20th of August, 2026, allowing them to continue their joint venture and flights on the US-Mexico route. The Eleventh Circuit Court of Appeals overturned the US Department of Transportation’s order to withdraw their partnership and antitrust immunity. The ruling means the airlines can continue their partnership along North America’s most important travel corridor. Passengers keep their connections, and airports, hotels, and tourism-related services can enjoy more stable, short-term results. There may be more to this case; however, the broader regulations may not be resolved.
The court decision prevents the immediate dismantling of one of the most closely integrated aviation partnerships connecting the United States and Mexico. Delta and Aeroméxico can continue operating their joint cooperation agreement under its existing antitrust protection.
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That immunity permits the two airlines to work together in areas where unaffiliated competitors normally cannot cooperate. They can coordinate schedules, determine capacity, align fares and share revenue across eligible transborder services.
For travellers, the most important result is continuity. Flights do not have to be withdrawn or redesigned because of the overturned termination order. Existing reservations remain protected unless passengers receive a separate operational notification from their airline.
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The legal victory also removes an immediate risk to coordinated connections. Travellers can continue combining services operated by Delta and Aeroméxico within a single journey. This is important for passengers travelling between regional destinations that lack direct international flights.
The ruling does not mean that every route or fare will remain unchanged. Airlines routinely modify their networks in response to commercial demand, operational pressures and seasonal conditions. It means that the US government’s contested order can no longer force the partnership to separate under the terms previously imposed.
That distinction is essential. The judgment protects the alliance from the immediate regulatory breakup. It does not permanently shield the carriers from competition reviews, fresh administrative action or future changes in bilateral aviation policy.
The Eleventh Circuit concluded that the US Department of Transportation had failed to explain its approach adequately. The department had used a more restricted market analysis than it had applied in previous international airline partnership cases.
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The contested review focused heavily on conditions at Mexico City International Airport. The department argued that slot limitations and other Mexican aviation policies restricted competition and gave an advantage to Aeroméxico and its US partner.
However, the court found that the agency did not reasonably explain why it had narrowed its analysis instead of examining the broader air travel market between the United States and Mexico. It also questioned why the department applied a requirement that had not been imposed on a comparable airline venture involving the United States and Japan.
The ruling therefore concerns regulatory reasoning and administrative consistency. It does not amount to a general declaration that large airline joint ventures can never create competition concerns.
The court required the government to support a major regulatory intervention with a clear, reasoned and consistent assessment. Removing antitrust immunity would have forced the airlines to unwind commercially sensitive cooperation built over almost a decade.
For the travel sector, the decision establishes an important principle. Government agencies can scrutinise aviation partnerships, but a severe remedy affecting routes, pricing systems and international connectivity requires a properly explained analysis.
The Delta–Aeroméxico partnership developed from a conventional airline relationship into an immunised joint venture connecting the two neighbouring countries.
US regulators approved antitrust immunity in 2016, subject to conditions intended to protect consumers and competition. The joint cooperation agreement became operational the following year.
Delta subsequently strengthened its commercial relationship with Aeroméxico and holds a 20 per cent ownership interest in the Mexican airline. The equity connection is separate from the regulatory immunity, but it demonstrates the depth of the wider partnership.
The joint venture combines Aeroméxico’s presence in Mexico with Delta’s extensive domestic network in the United States. Aeroméxico can bring passengers from Mexican cities into major US gateways. Delta can then carry them onward across its American network.
The system also works in the opposite direction. Delta passengers from secondary US cities can connect to Aeroméxico services and continue to Mexico City, Guadalajara, Monterrey, Cancún, Mérida, Oaxaca and other destinations.
This complementary structure makes the venture important to travellers who do not live near a large international gateway. A passenger may have no nonstop flight between two regional cities but can still complete the journey through a coordinated hub connection.
The partnership has also supported joint sales, codesharing, aligned corporate contracts and reciprocal loyalty benefits. Those features help the carriers present a larger network to individual travellers, companies and travel intermediaries.
The immediate tourism benefit is the preservation of predictable air access. Destinations depend on airline schedules published months before travellers arrive.
Hotels set rates and staffing plans around expected demand. Tour operators reserve room allocations and transport capacity. Convention organisers select dates based partly on available flights. Destination marketing bodies design campaigns around confirmed airline seats.
A forced alliance breakup could have complicated those plans. Delta and Aeroméxico would have needed to stop jointly coordinating sensitive commercial activities. They could have retained more limited cooperation, including conventional codesharing, marketing and loyalty arrangements, but the partnership would have become less integrated.
The transition could have required new schedules, different connection structures and separate commercial decisions. Not every flight would necessarily have disappeared, but the airlines had warned that some services could become less viable without the combined traffic generated by the venture.
The court ruling removes that immediate restructuring risk. Airports and tourism businesses can continue planning around the existing cooperation, although normal airline schedule changes remain possible.
This is particularly important for journeys involving smaller cities. Such routes often depend on connecting passengers as well as local demand. Coordinated networks can direct enough travellers onto a service to help support its commercial operation.
The United States is Mexico’s largest source of air travellers. That gives the legal decision significance well beyond the airline industry.
Mexico’s DataTur tourism platform reported that 5.7 million US residents arrived by air during the first five months of 2026. They represented approximately 62 per cent of Mexico’s air tourist arrivals during that period.
The same official platform recorded 20.4 million international tourists entering Mexico between January and May 2026, an increase of 5.3 per cent from the corresponding period of 2025. International visitor receipts reached approximately US$15.9 billion.
These figures demonstrate why US–Mexico tourism connectivity has national economic importance. A disruption to aviation links would affect destinations, accommodation providers and local businesses across Mexico.
The relationship was already substantial before the latest legal dispute. Mexico’s tourism ministry reported almost 100 million international visitors during 2025. International visitor receipts reached US$34.99 billion, rising by 6.2 per cent from 2024.
Not all international visitors are overnight tourists, and not everyone arrives by air. Border crossings and cruise passengers form part of the broader total. However, air tourists are particularly important because they commonly stay longer and purchase accommodation, internal transport, food and organised experiences.
The latest official Mexican indicators can be explored through the government’s DataTur tourism statistics platform.
| Official indicator | Period | Reported result | Travel significance |
|---|---|---|---|
| International tourists entering Mexico | January–May 2026 | 20.4 million | Shows continued international demand |
| Growth in international tourist arrivals | January–May 2026 | 5.3% year on year | Indicates expansion of Mexico’s visitor economy |
| US residents arriving in Mexico by air | January–May 2026 | 5.7 million | Confirms the United States as the dominant air market |
| US share of air tourist arrivals | January–May 2026 | 62% | Demonstrates reliance on US aviation connectivity |
| International visitor receipts | January–May 2026 | About US$15.9 billion | Shows the revenue supported by visitor flows |
| International visitors to Mexico | Full year 2025 | Almost 100 million | Reflects the scale of the wider visitor market |
| International visitor receipts | Full year 2025 | US$34.99 billion | Highlights tourism’s foreign-currency contribution |
| Growth in visitor receipts | Full year 2025 | 6.2% | Indicates stronger tourism earnings |
The figures do not measure the Delta–Aeroméxico joint venture by itself. They provide the official market context needed to understand why stable aviation links between the two countries matter.
Mexico City International Airport, commonly known by its code MEX, is central to both the partnership and the regulatory conflict.
The airport is Mexico’s principal business gateway and Aeroméxico’s most important hub. Its location gives passengers relatively convenient access to the capital, while its domestic network connects international visitors with destinations across Mexico.
However, Mexico City International has faced longstanding congestion and capacity limitations. Slot access has become a sensitive issue because take-off and landing permissions determine which airlines can operate at commercially attractive times.
The US Department of Transportation argued that Mexican government decisions had harmed competitive access. It objected to slot restrictions, reductions in permitted operations and the relocation of dedicated cargo activity away from the main airport.
The department maintained that these conditions advantaged incumbent Mexican airlines. Because Aeroméxico holds a strong position at MEX, US regulators argued that Delta indirectly benefited through the joint venture.
Mexico defended its airport policies as responses to congestion and operational pressures. The disagreement consequently became larger than a commercial dispute involving two carriers. It developed into a bilateral argument about market access and the implementation of the US–Mexico air transport framework.
The original DOT case and its supporting documents remain available in the department’s official Delta–Aeroméxico regulatory docket.
Mexico developed Felipe Ángeles International Airport to increase capacity in the capital region and reduce pressure on Mexico City International Airport.
The newer airport has expanded its passenger network and taken on cargo activity. However, the two airports are not identical from a traveller’s perspective.
They serve different locations. They have different airline networks and ground transport arrangements. A passenger choosing an airport considers the total journey, including the time and expense required to reach a hotel, office or attraction.
Forcing or encouraging services to shift between airports can therefore change travel behaviour. An airport may have modern facilities and available runway capacity, but airlines still need sufficient demand, effective connections and convenient surface access.
This issue matters to the Delta–Aeroméxico case because regulators assessed whether access restrictions at the main airport distorted competition. A slot at an alternative airport may not carry the same commercial value as a slot at the established gateway.
For tourism planners, the lesson is clear. Additional airport capacity can support long-term visitor growth, but coordinated investment in roads, public transport, airline connectivity and destination marketing determines whether travellers embrace the new gateway.
The tourism benefit does not flow only towards Mexico. Mexican travellers support hotels, restaurants, attractions, shops and transport providers across the United States.
US Department of Commerce data show that Mexico is one of the largest sources of international arrivals to the United States. In December 2024 alone, the country generated more than 1.7 million visitor arrivals. Mexico was also among the leading source markets during the full year.
The value of those travellers becomes clearer through spending data. The US National Travel and Tourism Office’s Survey of International Air Travellers reported average expenditure of US$1,276 per Mexican visitor trip during the first quarter of 2025.
That spending can circulate through several sectors. Visitors pay for accommodation, domestic flights, car hire, entertainment, retail purchases and dining. Family travel also produces economic activity even when visitors stay with relatives rather than in hotels.
Delta’s US hubs give Mexican passengers access to a much wider range of destinations than the primary nonstop gateways alone. Coordinated connections can spread international demand into cities that do not have their own Aeroméxico service.
Official market information is available through the US Department of Commerce’s international visitor arrivals programme.
An immunised joint venture can coordinate more deeply than a normal codeshare agreement. This affects the passenger journey at several stages.
The airlines can arrange schedules to create logical connections instead of independently placing flights at similar times. They can decide how much capacity to offer across the combined network. They can jointly sell itineraries and coordinate revenue.
A passenger may book a Delta-marketed journey containing a flight operated by Aeroméxico. The ticket can include multiple segments while presenting them as one connected itinerary.
Eligible travellers may also receive through-checked baggage, coordinated rebooking assistance and reciprocal loyalty benefits. Specific services depend on the ticket, airport and programme rules, so passengers should always check their booking conditions.
Schedule coordination is particularly important when only one or two daily flights serve a route. A badly timed connection can turn a short transfer into an overnight wait. A properly aligned schedule can make the same city pair commercially and practically accessible.
The court ruling preserves the legal framework supporting this deeper cooperation. It does not create new passenger rights, reduce immigration requirements or guarantee a particular fare.
Passengers do not need to cancel or rebook a journey because of the court decision. The ruling supports continuity rather than creating disruption.
Travellers should still monitor their reservations because airlines may alter schedules for ordinary operational or commercial reasons. Contact details in the booking should remain current so the carrier can issue notifications.
Passengers using both airlines should confirm:
The decision does not change visa, passport, customs or immigration rules. US and Mexican authorities continue to control admission independently of the airline partnership.
Travellers should also understand that a codeshare flight may display two airline numbers. The operating carrier remains responsible for running the aircraft, while the marketing carrier sells its code on that service.
Those distinctions can affect check-in location, baggage procedures and disruption support. Reading the full itinerary remains important even when the journey appears under one airline brand.
Unwinding the venture would have involved far more than removing a few codeshare numbers. The carriers have spent years integrating commercial planning, schedules, technology and sales activity.
The termination order would have required them to stop coordinating competitively sensitive matters. Separate teams would have needed to design independent capacity and pricing strategies.
Corporate agreements could have required revision. Revenue-sharing systems would have needed restructuring. Joint scheduling processes would have ended. Technology and distribution channels might have required changes.
The airlines could have preserved an arm’s-length relationship involving ordinary codesharing, marketing and frequent-flyer cooperation. However, that model would not permit the same degree of joint commercial control.
The court decision prevents the immediate cost and complexity of that transition. It also allows both carriers to make network decisions using the partnership’s current structure.
This matters for long-term aviation planning. Airlines schedule aircraft and crews many months in advance. They negotiate airport facilities, distribution agreements and commercial partnerships around expected network requirements.
Regulatory uncertainty makes those decisions harder. The judgment improves short-term clarity, even though future government action remains possible.
Airports on both sides of the border benefit when passengers connect between domestic and international services.
A Delta hub can receive travellers from numerous American cities and consolidate them onto Mexico-bound flights. Mexico City can perform a similar function for journeys to regional Mexican destinations.
This passenger feed supports airport activity beyond the aircraft movement itself. Connecting travellers use lounges, restaurants, shops and other terminal services. Airlines purchase ground handling, catering and maintenance support.
Regional airports can also benefit indirectly. A smaller Mexican airport may not support a nonstop service to multiple US cities, but it can gain international accessibility through a connection at Mexico City.
The same principle applies in the United States. A regional American city can attract Mexican visitors through one of Delta’s domestic hubs without requiring a dedicated Aeroméxico operation.
The preserved alliance therefore supports a hub-and-spoke system that distributes travellers beyond the largest gateways. This does not guarantee new routes. Route decisions remain subject to demand, costs, airport access and aircraft availability.
Accommodation businesses rely on stable transport links. A hotel cannot attract international guests if reaching the destination becomes difficult, expensive or unpredictable.
The court victory gives hotels in Mexican and US destinations greater confidence that the existing network structure will not be dismantled immediately by the overturned order.
Resorts in beach destinations benefit from US leisure demand. Urban hotels in Mexico City, Guadalajara and Monterrey depend on a mix of business, meetings and holiday travel. US hotels gain from Mexican shopping trips, events, family visits and corporate journeys.
The effects extend through the local visitor economy. Restaurants, museums, guides, transfer companies, car-hire operators and entertainment venues all depend on arrivals.
Air connectivity does not determine tourism performance alone. Exchange rates, safety perceptions, accommodation prices and economic conditions also influence demand. Nevertheless, available seats establish the physical capacity for visitors to reach a destination.
The legal outcome protects that access from an immediate forced reorganisation, allowing tourism businesses to continue planning around the current aviation partnership.
Tour operators commonly contract flights, accommodation and local services months before departure. They create one price from several components.
A major airline schedule change can upset the entire package. A different arrival time may require a new airport transfer. A cancelled connection may shorten the hotel stay. Moving travellers to another gateway can add domestic transport costs.
The threat of a forced alliance breakup created uncertainty for companies using Delta and Aeroméxico inventory. Even if most flights had continued, revised schedules and independent capacity decisions could have affected packages already under development.
The court’s judgment reduces that immediate risk. Operators can continue selling itineraries built around the coordinated network while monitoring normal schedule updates.
Meetings and incentive organisers receive a similar benefit. Large groups require predictable arrival patterns, baggage arrangements and transfer schedules. Coordinated flights can help delegates from multiple cities reach a conference destination within a manageable window.
The result supports planning stability, but companies should still retain contractual protections for schedule changes and operational disruption.
The ruling is a victory for Delta and Aeroméxico, but it should not be interpreted as proof that the joint venture produces only benefits.
Antitrust immunity permits companies that would otherwise compete to coordinate important commercial decisions. Regulators must assess whether that cooperation creates public benefits large enough to justify reduced independence.
Potential benefits include expanded networks, improved connections, better schedule alignment and the ability to support routes with combined passenger feed.
Potential risks include reduced fare competition, coordinated capacity restraint and a stronger market position at constrained airports.
The Department of Transportation previously argued that Delta and Aeroméxico controlled a substantial share of operations involving Mexico City. It described the competitive environment as distorted by Mexican government policies.
The airlines maintained that the partnership produced additional services and consumer benefits. Those competing positions remain important even after the court judgment.
The court criticised the method and explanation supporting the termination order. It did not eliminate the government’s power to investigate competition or regulate international airline agreements.
Future reporting should therefore avoid claiming that the venture has received permanent and unconditional approval.
The court victory does not guarantee lower ticket prices. Airfares respond to a complex combination of demand, capacity, fuel prices, exchange rates, taxes, airport charges and competitive behaviour.
Keeping the joint venture intact may preserve efficiencies. Coordinated schedules can reduce unnecessary duplication and make a broader set of connections commercially available.
However, coordination also reduces direct independence between Delta and Aeroméxico on covered services. That is why antitrust immunity requires government approval.
Travellers seeking value should compare fares across multiple airlines and airports. They should examine the complete cost, including baggage, seat selection, airport transfers and connection time.
Prices can also vary significantly by season. Christmas, Easter, summer holidays and major events can raise demand across the transborder market.
The appropriate consumer conclusion is therefore limited but meaningful: the ruling protects the existing range of coordinated travel options from an immediate regulatory breakup. It does not establish how prices will move.
The decision is also important for Delta SkyMiles and Aeroméxico Rewards members.
Reciprocal arrangements allow eligible passengers to earn or redeem points and receive recognised benefits when travelling across the partner network. Premium and elite customers may also qualify for priority services or lounge access, depending on the itinerary and programme conditions.
A loss of antitrust immunity would not automatically have ended every loyalty benefit. The Transportation Department had indicated that arm’s-length frequent-flyer cooperation could continue even if the deeper venture ended.
However, an alliance separation could have changed the broader commercial environment supporting those benefits. Corporate travel programmes and frequent travellers would have needed to monitor revised earning rules, fare products and network options.
The court victory preserves continuity for now. Members should still consult the airline’s current programme terms before booking because mileage rates and eligibility rules can change independently of the legal case.
US–Mexico aviation serves a major commercial relationship. Travellers move between the countries for manufacturing, finance, technology, energy, automotive production, professional services and supply-chain management.
Mexico City is an important centre for corporate and government activity. Monterrey has strong industrial links. Guadalajara supports technology and manufacturing, while the Bajío region has become important to automotive and aerospace supply chains.
Business travellers often value schedule frequency and connection quality more than the lowest available fare. A morning departure, same-day return or protected onward connection can determine whether a trip is practical.
The joint venture can coordinate schedules around these requirements. It can also offer corporate buyers a combined network rather than two separate sets of services.
Meetings, exhibitions and incentive travel benefit from the same connectivity. International events need sufficient airline capacity and manageable access from multiple origin cities.
Preserving the partnership therefore supports both conventional tourism and commercial mobility, although the precise economic contribution of the venture must not be confused with the total value of bilateral trade.
The most visible international routes connect major cities and resort gateways. Yet the alliance’s deeper tourism value may lie in its ability to distribute visitors beyond those points.
A US traveller can connect through Mexico City to a regional destination. A Mexican traveller can use Delta’s hubs to reach an American city without nonstop service from Mexico.
This network distribution can support lesser-known destinations by reducing their dependence on direct international flights. It gives tourism boards an opportunity to promote cultural, culinary and nature-based journeys outside established gateways.
However, connectivity alone will not generate sustainable tourism. Regional destinations need suitable accommodation, safe transport, trained workers and effective visitor management.
Government tourism strategies and local investment determine whether additional access produces long-term community benefits.
The court decision preserves the transport framework that can enable this distribution. It does not substitute for destination planning or guarantee that passenger spending will reach smaller communities.
International aviation supports employment in airlines, airports and tourism businesses. The effects spread through direct, indirect and induced activity.
Direct jobs include pilots, cabin crew, ground handlers, airport employees, hotel workers and tour guides. Indirect employment appears in catering, maintenance, technology, food supply and professional services.
Visitor spending also supports retail, restaurants, taxis, entertainment and cultural attractions. Employees in those sectors then spend part of their income within local economies.
The ruling protects these economic channels from the immediate uncertainty of a forced partnership breakup. It does not prove that every existing job depends on the joint venture.
Airline claims about job losses or visitor reductions should be identified as company estimates rather than official outcomes. They depend on assumptions about how routes, fares and traveller behaviour would change after separation.
The strongest evidence is the size of the underlying visitor market. Millions of US residents fly to Mexico, while Mexican visitors represent one of the largest inbound markets for the United States.
The ruling concerns airline competition law. It does not establish a new visa policy, remove immigration controls or change passport requirements.
Travellers remain responsible for checking entry conditions applicable to their nationality, journey and length of stay. Airline cooperation cannot guarantee admission at the border.
The case also does not alter customs procedures, security screening or travel advisories. Those matters remain under the authority of the relevant governments.
This distinction is important because aviation access and border access are separate. A destination may have strong airline capacity while maintaining strict entry rules.
The immediate improvement is commercial and operational certainty. Travellers retain the ability to book coordinated journeys under the preserved venture.
Any future visa reform, electronic travel system or border-processing initiative should be reported separately and supported by the responsible government authority.
The court case was not primarily an environmental proceeding, but coordinated aviation networks can have sustainability implications.
Joint planning may help airlines match aircraft capacity more closely to demand and reduce unnecessary schedule duplication. Better connections can also make a journey more efficient for passengers.
However, more available flights can increase total aviation emissions if demand and capacity expand. The environmental result depends on aircraft type, load factor, route design, fuel use and operational performance.
Neither the court judgment nor the existing antitrust immunity should be presented as a sustainability policy.
Mexico and the United States pursue separate aviation, infrastructure and tourism strategies. Airlines also operate their own fleet renewal and efficiency programmes.
The appropriate conclusion is that a coordinated network may use capacity more efficiently, but verified environmental outcomes require specific emissions data. The ruling itself neither guarantees lower emissions nor authorises a new green tourism programme.
Vacating the termination order does not necessarily close the case forever.
The Department of Transportation may review the judgment and determine its next legal or administrative step. It could conduct a broader market assessment, offer a more detailed explanation, introduce revised conditions or pursue further proceedings.
Any renewed effort would need to address the weaknesses identified by the court. The agency would have to explain its market definition, demonstrate consistent treatment and justify the remedy through a reasoned analysis.
The department could also continue working with Mexican authorities on the underlying airport and bilateral access disputes.
This creates a measured future outlook. The joint venture remains protected under the present judgment, but regulatory monitoring will continue.
Travellers should not expect an immediate operational change. Airlines, airports and tourism businesses should nevertheless follow official developments because a new process could reopen long-term uncertainty.
Reporting should describe the result as a decisive court victory against the existing order, not an irrevocable settlement of every aviation disagreement between the two governments.
| Stakeholder | Immediate effect | Continuing consideration |
|---|---|---|
| International travellers | Existing coordinated journeys continue | Normal schedule and fare changes remain possible |
| Delta and Aeroméxico | Joint planning, pricing and capacity coordination can continue | Future DOT action remains possible |
| Airports | Passenger feed and connecting traffic remain supported | Slot access remains disputed |
| Hotels | Greater confidence in established air access | Demand still depends on prices and economic conditions |
| Tour operators | Less risk of immediate package redesign | Booking protections remain important |
| Local businesses | Visitor flows escape sudden regulatory disruption | Benefits vary by destination and season |
| Corporate travellers | Coordinated network and schedules remain available | Company travel policies may affect booking choices |
| Loyalty members | Partnership continuity is preserved | Programme terms can change separately |
| Competitor airlines | Existing alliance remains in place | Competition and airport-access concerns continue |
| Governments | Court requires stronger administrative reasoning | Bilateral aviation disagreements remain unresolved |
The safest outlook is one of short-term continuity combined with long-term regulatory uncertainty.
Delta and Aeroméxico can continue operating the joint venture. Travellers retain its coordinated network, and tourism businesses avoid an immediate forced adjustment.
Official Mexican tourism data indicate continuing visitor growth and strong US demand. Those trends create a commercial reason for airlines to maintain substantial cross-border capacity.
However, official plans do not guarantee that every route will continue or that the partnership will remain unchanged indefinitely. Airline networks respond to demand and costs, while government authorisations remain subject to legal review.
The next meaningful developments will come from published court procedures, Department of Transportation decisions or formal bilateral aviation measures.
Until such action appears, it would be speculative to predict another termination attempt, new route launches or specific fare movements.
The confirmed position is narrower and more important: the court has removed the immediate legal requirement that threatened to dismantle the immunised partnership.
The joint venture between Aeroméxico and Delta Airlines will continue to operate and maintain flights along the US-Mexico tourism and business corridor, avoiding a complete breakup of the joint venture. The venture holds considerable benefits such as coordination of schedules and joint loyalty programs and adds certainty to airport, hotel, and tour operator planning. The venture also maintains access to regional markets that are dependent on connecting flights. Although the joint venture addresses many, but not all, of the concerns related to competition and bilateral disputes, US regulators may reexamine the joint venture with a more thorough and comprehensive review. Until then, the public may continue booking the joint venture while they monitor the updates and ongoing litigation.
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Tags: Aeroméxico, Airline News, delta, US–Mexico
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