This article summarizes reporting by CBC News and The Canadian Press.

WestJet Abandons “Densification” Plan Following Customer and Crew Backlash

WestJet has officially announced it is halting and reversing a controversial cabin reconfiguration program that reduced legroom to accommodate additional passengers. The decision, confirmed on January 16, 2026, follows significant pushback from travelers and flight attendants, as well as a viral social media campaign that highlighted the cramped conditions onboard the airline’s Boeing 737 fleet.

According to reporting by CBC News, the Calgary-based carrier will restore the original seating layout on aircraft that had already undergone the retrofit. The “densification” plan originally aimed to increase capacity by adding an extra row of seats, a move that reduced the seat pitch, the distance between a point on one seat and the same point in the seat in front of it, to 28 inches in standard economy rows.

WestJet Group CEO Alexis von Hoensbroech acknowledged that the initiative did not resonate with the Canadian market as intended. In interviews cited by The Canadian Press, executives admitted that the negative feedback had begun to impact sales, prompting a swift operational U-turn to protect the brand’s reputation.

Restoring Legroom and Removing Rows

The reversal affects a specific subset of the WestJet fleet, primarily Boeing 737-800 and MAX 8 aircraft. The airline had planned to retrofit 43 aircraft with the high-density layout; however, only 22 had been completed before the cancellation was announced. These aircraft will now undergo a second reconfiguration to return to their previous standards.

Key operational changes include:

• Seat Count: Reducing capacity from 180 seats back to the standard 174 seats.
• Seat Pitch: Increasing legroom in the economy cabin from 28 inches back to the industry standard of 30 inches.
• Timeline: The airline has immediately halted new installations and will begin converting the 22 affected jets back to the roomier layout.

The 28-inch pitch is commonly found on Ultra-Low-Cost Carriers (ULCCs) such as Spirit Airlines or Ryanair, but it is tighter than what passengers typically expect from a mainline carrier like WestJet. The densified seats also featured a “fixed recline” design, which further contributed to passenger discomfort.

The Impact of Viral Feedback and Union Pressure

The decision to pivot away from the high-density model was driven by a combination of operational data and vocal dissatisfaction. A TikTok video posted in early January 2026, which showed passengers struggling to fit into the new seats, garnered over 1.1 million views and sparked a national conversation about airline comfort standards.

Beyond customer complaints, the airline faced pressure from its own workforce. The union representing WestJet’s cabin crew, CUPE 8125, actively opposed the configuration. Union representatives reported that the cramped environment led to higher tension in the cabin.

“Our members have been telling us very clearly that these reconfigured aircraft led to increased tensions onboard…”

— Alia Hussain, President of CUPE 8125 (via Global News)

WestJet leadership ultimately determined that the potential revenue gains from six extra seats per flight were not worth the damage to customer loyalty and employee morale.

“It just didn’t land the way we were anticipating… and that’s why we’re correcting it.”

— Alexis von Hoensbroech, WestJet Group CEO (via The Canadian Press)

AirPro News Analysis

This reversal highlights the friction inherent in WestJet’s current strategy. As the airline attempts to straddle the line between a premium leisure carrier and a budget operator, especially following its integration of Swoop and Lynx Air assets, it faces the challenge of harmonizing fleet standards without alienating its core customer base.

While 28-inch seat pitches are standard in Europe and among American budget carriers, the Canadian market has historically resisted such tight configurations on major national carriers. The swift reversal suggests that while Canadian travelers are price-sensitive, there is a hard floor for physical comfort that “mainline” airlines cross at their peril. The cost of retrofitting these aircraft twice, once to add the seats, and again to remove them, will likely be significant, serving as a cautionary tale for other carriers considering aggressive densification.

Sources

• CBC News
• Global News
• The Canadian Press

This article summarizes reporting by Mexico News Daily and MND Staff.

Aeroméxico CEO Proposes Massive Terminal 3 Project for Mexico City International Airport

In a bold move to address chronic congestion at Mexico City International Airport (AICM), Aeroméxico has publicly proposed the construction of a new Terminal 3 (T3). According to reporting by Mexico News Daily, the airline’s Chief Executive Officer, Andrés Conesa, outlined a plan that would see the new terminal eventually replace the existing Terminal 1 and Terminal 2 facilities entirely.

The proposal, which Conesa detailed during an interview on the “RodCast” podcast, envisions a structural overhaul of the capital’s primary air hub. Rather than serving as a mere annex, the proposed T3 would consolidate operations into a single, modern facility capable of handling significantly higher passenger volumes. This development comes as the airport continues to operate under saturation decrees that have limited flight frequencies since 2022.

The Terminal 3 Proposal Details

According to the details shared in the interview and summarized by Mexico News Daily, the new terminal would be constructed on the eastern side of the airport, where Terminal 2 currently stands. Conesa explained that this location is strategically necessary because the western side (Terminal 1) houses critical fuel farms and pipeline infrastructure that are prohibitively difficult to relocate.

Capacity and Logistics

The project aims to increase AICM’s capacity from its current saturation point of approximately 50 million passengers per year to between 70 and 75 million annually. To achieve this, the plan requires a complex logistical reorganization:

• Relocation of Facilities: Existing maintenance workshops and hangars, including Aeroméxico’s own facilities, would need to be moved to the western side of the airport to clear space for the new terminal.
• Consolidation: The new T3 would be larger than T1 and T2 combined, effectively unifying the airport’s passenger operations under one roof.

Conesa emphasized that this expansion is intended to work in tandem with the Felipe Ángeles International Airport (AIFA) and Toluca International Airport. Together, this metropolitan system could handle over 100 million passengers annually, positioning Mexico City as a competitive global hub.

Strategic Context and Government Response

This proposal arrives at a critical time for Mexican aviation. The previous administration prioritized the development of AIFA to solve saturation issues, shelving earlier discussions regarding a third terminal at AICM. However, Aeroméxico argues that AICM remains the preferred hub for connectivity and requires immediate modernization to maintain efficiency.

Current Renovations vs. Structural Change

While Aeroméxico pushes for a structural overhaul, the federal government has initiated a different set of improvements. As noted in reports surrounding the proposal, the government recently announced an investment of approximately 8 billion pesos for renovations at AICM. These works are primarily focused on aesthetic and functional upgrades, such as bathroom improvements and painting, in preparation for the 2026 FIFA World Cup, rather than the capacity expansion Aeroméxico suggests.

“Building T3 on the T1 side is not viable due to the presence of critical fuel farms…”

, Andrés Conesa (via RodCast/Mexico News Daily)

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AirPro News Analysis

The Reality of a Dual-Hub System

Aeroméxico’s proposal signals a shift in the industry’s narrative regarding Mexico City’s airspace. For years, the political debate framed AIFA as the replacement for AICM’s saturation woes. However, Conesa’s comments suggest that the industry views a dual-hub system as the only viable long-term reality. By proposing a massive investment in AICM, the airline is effectively stating that AIFA alone cannot absorb the projected growth of the metropolitan area.

Political and Financial Hurdles

The feasibility of this project relies heavily on political will. With the Sheinbaum administration currently focused on “aesthetic” renovations for the World Cup, a multi-billion dollar capital project that disrupts current operations (moving hangars and demolishing terminals) faces a steep uphill battle. Furthermore, the funding model, whether public, private, or a partnership, remains undefined. Without explicit government backing, T3 remains a conceptual vision rather than an active project.

Frequently Asked Questions

What is the main goal of the Terminal 3 proposal?
The goal is to replace the aging Terminals 1 and 2 with a single, larger Terminal 3 to increase capacity to 75 million passengers annually and streamline operations.

Where would the new terminal be built?
It is proposed for the eastern side of the airport, currently occupied by Terminal 2.

Does the government support this plan?
As of January 2026, the government has not officially adopted this specific proposal. Current government efforts are focused on an 8 billion peso renovation of existing facilities for the 2026 World Cup.

Will this replace the Felipe Ángeles Airport (AIFA)?
No. The proposal envisions AICM and AIFA working together as a metropolitan system with a combined capacity of over 100 million passengers.

Sources: Mexico News Daily

This article summarizes reporting by Bloomberg News (via Reuters). The original report may be paywalled; this article summarizes publicly available elements and public remarks.

Wizz Air Raises Growth Outlook Amid Fleet Recovery

Wizz Air has significantly increased its growth projections for the 2026 period, signaling a robust recovery from recent operational challenges. According to reporting by Bloomberg News, CEO József Váradi announced that the budget carrier is now targeting a 20% increase in capacity, a sharp upward revision from the more conservative guidance issued just two months ago.

The revised outlook marks a pivot for the airlines, which had previously scaled back expectations due to supply chain constraints and ongoing engine inspections. Bloomberg reports that the renewed confidence stems from two key factors: the faster-than-anticipated return of grounded aircraft to service and the continued delivery of new jets from Airbus SE.

Reversing the Downward Trend

In November 2025, Wizz Air reduced its growth forecast to approximately 10-12%, down from an earlier estimate in the “low teens.” At the time, the airline cited the impact of mandatory inspections on Pratt & Whitney GTF (Geared Turbofan) engines, which forced the grounding of a significant portion of its fleet.

However, recent developments have allowed the carrier to reverse course. As reported by Bloomberg, Váradi indicated that the airline is successfully “adding Airbus SE jets and returning grounded planes to the skies.” This operational stabilization has provided the necessary capacity to support the new 20% growth target.

Fleet Availability Improving

The primary constraint on Wizz Air’s operations has been the grounding of Commercial-Aircraft requiring long-duration maintenance shop visits for their engines. According to industry data and the CEO’s remarks, the situation is improving rapidly:

• Peak Groundings: The airline previously saw nearly 60 jets grounded due to the powder metal defect in Pratt & Whitney engines.
• Current Status: The number of grounded aircraft has dropped to approximately 38 to 40 as of early 2026.
• Future Target: Wizz Air aims to have its entire fleet ungrounded and back in service by the end of 2027.

In addition to reactivating existing aircraft, the airline continues to integrate new Airbus A321neo and A321XLR jets into its network, further bolstering capacity.

Strategic Context and Market Impact

The updated guidance arrives shortly after Wizz Air made strategic adjustments to its long-term fleet planning. In November 2025, the airline deferred 88 aircraft Deliveries, originally scheduled for the 2030s, to 2033 to manage capital expenditure. Despite these long-term deferrals, near-term deliveries remain critical to achieving the 20% growth target for the coming year.

The airline has also been refining its network strategy, focusing on “densification” in mature markets such as Poland, Italy, and Hungary, while exiting underperforming routes to protect profitability.

AirPro News Analysis

The announcement represents a significant shift in narrative for Wizz Air, moving from a defensive posture defined by mitigation and cuts to an aggressive growth Strategy typical of the ultra-low-cost carrier model. By doubling its growth forecast from ~10% to 20% in the span of two months, management is effectively signaling to investors that the worst of the GTF engine crisis is under control.

While the CEO referenced “this fiscal year” in reports, the magnitude of the growth target (20%) suggests the projection is forward-looking, likely applying to the full 2026 calendar year or the upcoming fiscal year (FY2027), given that the current fiscal year ends in March 2026. This distinction is crucial for investors gauging the timeline of the capacity injection.

Sources: Reuters (citing Bloomberg News)