BRUSSELS — Senior European Commission officials hardly ever get the sack. On Thursday, one did. That was the twist in a tale that up until that moment had been classically Brussels. The protagonist: A little-known bureaucrat who had spent two decades working in the EU civil service. The allegations: Taking expensive gifts that aroused suspicions over conflicts of interest. “After nearly 22 years at the Commission, I am obviously disappointed,” Henrik Hololei told POLITICO only hours after he was informed of the decision. “But I’m happy that this long process has finally come to a conclusion.” While commissioners, the EU’s 27 political appointees, have been known to fall on their swords, there are few precedents for the dismissal of such a high-ranking civil servant, two senior officials familiar with the inner workings of the Commission said. Neither of the officials, who have several decades of EU experience between them, could remember any previous examples. Like other people interviewed for this article, they were granted anonymity so they could speak freely about Hololei and his downfall. The “long process” Hololei described totaled three years. It was in 2023 that POLITICO first revealed that the Estonian, who was then the EU’s top transport official, had accepted free flights from Qatar at the same time as negotiating a transport deal with the Gulf state that was beneficial to the country’s airline.   It couldn’t have come at a more inauspicious time. The initial reports emerged just a few months after the so-called Qatargate corruption scandal in the European Parliament, named after one of the countries linked to allegedly offering cash and gifts in return for favors. Hololei was not involved in that affair, but it added fuel to the argument from politicians and transparency campaigners that the EU needed to clean up its act. He resigned from his job within a month but didn’t leave the Commission. Soon after, he became special adviser in its international partnership division. The following year, French newspaper Libération reported additional allegations, including that he exchanged confidential details of the Qatar aviation deal in return for gifts for himself and others, including stays in a five-star hotel in Doha. This led to a probe by the EU’s Anti-Fraud Office (OLAF), which in turn led to the Commission’s investigation. On Thursday, the Commission announced that a senior official had breached the EU institution’s rules. These concerned conflicts of interest, gift acceptance and disclosures, according to three officials with knowledge of the investigation. They later confirmed the person in question was Hololei. ‘A LEGEND’ By his own admission, Hololei is a colorful character. Belying the clichéd image of a faceless bureaucrat, he’s known to do business over a drink or two. Michael O’Leary, the outspoken CEO of Irish airline Ryanair, who shared the occasional tipple with him, told POLITICO in 2023 that Hololei was “terrific.” His colleagues are just as glowing. On Thursday, a lower-ranking official who worked with him at the Commission described him as a “legend,” while a former transport lobbyist recalled seeing selfies of him holding up beers with industry representatives. “The feeling is they’re making an example of him,” said a person who works in the aviation field and met him during the course of his work. “He was undoubtedly passionate and determined to make EU transport better. He was a guy who just enjoyed the position he had. He was a people person.” Hololei talks to Czech Transport Minister Martin Kupka at the European Transport Ministerial Meeting in Prague in 2022. Colleagues and industry figures might mourn the departure of a gregarious, engaging figure, | Martin Divisek/EPA What ultimately led to his dismissal was an investigation by IDOC, the Commission’s internal disciplinary body, the result of which is not public.  IDOC’s conclusions were shared with a disciplinary committee made up of staffers who have equal or superior rank to Hololei — a relatively small pool given his seniority. Following a series of interviews with Hololei, the committee sent its recommendation to the College of Commissioners for a final vote. That decision was taken in the past few days.  ‘LONG OVERDUE’ While colleagues and those in the industry might mourn the departure of a gregarious, engaging figure, European propriety campaigners are less sympathetic. “It’s almost three years to the day since revelations of Mr. Hololei’s impropriety broke,” said Shari Hinds, senior policy officer at Transparency International, an accountability-focused NGO. “Though long overdue, it is encouraging that the European Commission finally appears to be dealing out consequences proportionate to the gravity of these ethics violations.” Hololei, 55, who had taken a pay cut when he moved to the role of hors classe adviser from DG MOVE, as the transport department is known, will receive his pension from the Commission when he reaches retirement age. He has three months to lodge a complaint against the decision with the Commission. “Good to see there is an actual reaction,” said Daniel Freund, a Green member of the European Parliament, who campaigns on issues of accountability in the EU institutions. “So far, so good.” ‘MUCH MISSED’ A decade in Estonian politics — where he largely focused on European affairs — preceded his time at the Commission, starting in the cabinet of then-Estonian Commissioner Siim Kallas, the father of current EU foreign policy chief, Kaja Kallas, before moving into transport. It was in that role he became a “very much-loved boss,” according to the person who worked with him. “Even now he is still very much missed in DG MOVE. He was a good person to be around.” In the comments Hololei gave to POLITICO on Thursday afternoon, he was as gracious as so often described by those who know him. But in the end, the personality traits that endeared him to so many he worked with, in the Commission and in industry, weren’t enough to save his job.

BRUSSELS — Powerful political allies helped automakers force the EU to water down climate laws for cars — and now the aviation sector is borrowing those tactics. Their big target is getting the EU to dilute its mandate forcing airlines to use increasing amounts of cleaner jet fuels, alternatives to kerosene that are also much more expensive and harder to source. Aviation is emerging as the next crucial stress test for the EU’s climate agenda, as key leaders push to do whatever it takes to help struggling European businesses. With industry and allied governments pressing for relief from costly green rules, the fight will show how far Brussels is willing to go — and what it is willing to give up — in pursuit of its climate goals. “I will make a bet today that what happened to the car regulation will happen to the SAF [Sustainable Aviation Fuels] regulation in Europe,” French energy giant TotalEnergies CEO Patrick Pouyanné predicted at the World Economic Forum in Davos earlier this month. Carmakers provide a model on how to get the EU to backtrack. The bloc mandated that no CO2-emitting cars could be sold from 2035, essentially killing the combustion engine and replacing it with batteries (possibly with a minor role for hydrogen). But many carmakers — allied with countries like Germany, Italy and automaking nations in Central Europe — pushed back, arguing that the 2035 mandate would destroy the car sector just as it is battling U.S. President Donald Trump’s tariffs, sluggish demand and a rising threat from Chinese competitors. “I will make a bet today that what happened to the car regulation will happen to the SAF [Sustainable Aviation Fuels] regulation in Europe,” Patrick Pouyanné said. | Ludovic Marin/ AFP via Getty Images In the end, the European Commission gave way and watered down the 2035 mandate, which will now only aim to cut CO2 emissions by 90 percent. AVIATION DEMANDS The aviation sector has a similar list of issues with the EU. It is taking aim at a host of other climate policies, such as including aviation in the bloc’s cap-and-trade Emissions Trading System and intervening on non-CO2 impacts of airplanes like contrails — the ice clouds produced by airplanes that have an effect on global warming. Brussels introduced several regulations over the last 15 years to address the growing climate impact of air transport, which accounts for about 3 percent of global CO2 emissions. Those policies include the obligation to use sustainable aviation fuels, to put a price on carbon emissions and to take action on non-CO2 emissions. Each of these green initiatives is now under attack. The ReFuelEU regulation requires all airlines to use SAF for at least 2 percent of their fuel mix starting this year. That mandate rises to 6 percent from 2030, 20 percent from 2035 and 70 percent by 2050. “Today, all airline companies are fighting even the 6 percent … which is easy to reach to be honest,” Pouyanné said, but then warned, “20 percent five years after makes zero sense.” He is echoed by CEOs like Ryanair’s combative Michael O’Leary, who called the SAF mandate “nonsense.” “It is all gradually dying a death, which is what it deserves to do,” O’Leary said last year. “We have just about met our 2 percent mandate. There is no possibility of meeting 6 percent by 2030; 10 percent, not a hope in hell. We’re not going to get to net zero by 2050.” Brussels-based airline lobbies are not calling for the SAF mandate to be killed, rather they are demanding a book-and-claim system. Under such a scheme, airlines could claim carbon credits for a certain amount of SAF, even if they don’t use it in their own aircraft. They would buy it at an airport where it’s available and then let other airlines use it. That would make it easier for airlines to meet the SAF mandate even if the fuel is not easily available. However, so far the Commission is opposed. LOBBYING BATTLE The car coalition only worked because industry allied with countries, and there are signs of that happening with aviation. The sector’s lobbying effort to slash the EU carbon pricing could find an ally in the new Italo-German team-up to promote competitiveness. The German government last year announced a plan to cut national aviation taxes — with the call made during the COP30 global climate conference, something that angered the German Greens. Italian Prime Minister Giorgia Meloni and German Federal Chancellor Friedrich Merz attend the Italy-Germany Intergovernmental Summit at Villa Doria Pamphilj. | Vincenzo Nuzzolese/LightRocket via Getty Images Italian Prime Minister Giorgia Meloni said Friday that she and German Chancellor Friedrich Merz wanted to start “a decisive change of pace … in terms of the competitiveness of our businesses.” “A certain ideological vision of the green transition has ended up bringing our industries to their knees, creating new dangerous strategic dependencies for Europe without, however, having any real impact on the global protection of the environment and nature,” she added. Her far-right coalition ally, Italian Transport Minister Matteo Salvini, has called the ETS and taxes on maritime transport and air transport “economic suicide” that “must be dismantled piece by piece.” COMMISSION SAYS NO As with the 2035 policy for cars, the European Commission is strongly defending its policy against those attacks. Apostolos Tzitzikostas, the transport commissioner, stressed the EU’s “firm commitment” to stick with aviation decarbonization policies. “Investment decisions and construction must start by 2027, or we will miss the 2030 targets. It is as simple as that,” the commissioner said in November when announcing the bloc’s new plans to boost investment into sustainable aviation and maritime fuels. Climate campaigners fought hard against the car sector’s efforts to gut 2035, and now they’re gearing up for another battle over aviation targets. “The airlines’ whining comes as no surprise — yet it is disappointing to see airlines come after such a fundamental piece of EU legislation,” said Marte van der Graaf, aviation policy officer at green NGO Transport & Environment. She was incensed about efforts to dodge the high prices set by the EU’s ETS in favor of the U.N.’s cheaper CORSIA emissions reduction scheme. Airline lobbyA4E said its members paid €2.3 billion for ETS permits last year. “By 2030, [the ETS cost] should rise up to €5 billion because the free allowances are phased out,” said Monika Rybakowska, the lobby’s policy director.  A recent study by the think tank InfluenceMap found that airlines are working to increase their impact on policymakers by aligning their positions on ETS. T&E also took aim at a recent position paper by A4E that asked the EU to postpone measures to curb non-CO2 pollution — such as nitrogen oxides and soot particles that, along with water vapor, contribute to contrails. The A4E paper said that “the scientific foundation for regulating non-CO2 effects remains insufficient” and “introducing financial liability risks misdirecting resources.” This is “an outdated excuse,” responded T&E, noting that the climate impact of contrails has been known for over 20 years.

BRUSSELS — After decades spent lambasting European politicians, Michael O’Leary is now targeting Donald Trump and Elon Musk. In less than a week, the outspoken Ryanair boss slammed both the U.S. president and his on-again, off-again supporter Musk. The latter hit back on social media, launching a feud and threatening to buy the Irish airline just to fire O’Leary, a proposal the airline CEO called “Twitshit.” Everyone involved is a seasoned infotainment warrior — they’ve all used outrageous attacks and language to further their financial and political goals. But this fight is putting O’Leary into a different league; his targets are a lot richer and more powerful than his normal punching bags of European Commission President Ursula von der Leyen, officials from Spain, the Netherlands and Belgium or UK Reform leader Nigel Farage. After telling POLITICO that Trump was “a liar” and taking aim at the U.S. president’s foreign policy and tariffs he said were harming business, O’Leary told Irish radio that Musk was “an idiot” in response to the world’s richest man calling him “misinformed” about the cost of installing Starlink systems on its fleet. Ryanair has publicly ruled out installing Starlink across its more than 600 Boeing 737s, arguing the external antennas would increase drag and fuel consumption. O’Leary’s keenness to scrap with Trump and Musk contrasts sharply with the approach taken by most of his fellow CEOs, who often balk at crossing the powerful. But insulting politicians and rivals is part of O’Leary’s DNA. He’s also insulated from blowback because his airline doesn’t fly to the U.S.; because it’s one of Boeing’s largest customers; and because Ryanair is protected against a hostile Musk acquisition by EU rules mandating that airlines have to be majority-owned by EU shareholders. The online scuffle escalated quickly, with Musk calling O’Leary “a retarded twat” and O’Leary telling Musk on Wednesday “to join the back of a very, very, very, very long queue of people who already think I’m a ‘retarded twat,’ including my four teenage children.” The airline said it was “launching a Great Idiots seat sale especially for Elon and any other idiots.” So far, Trump hasn’t responded to needling from O’Leary. But the dissing contest is more than a casual brawl among tycoons. It reflects what O’Leary has been doing for a long time in Europe: offending anyone who crosses his path, getting public attention and selling more tickets. After days of mutual insults between the flamboyant airline chief and his quasi-equivalent in the space industry with come-and-go ties to the White House, O’Leary offered Musk “a free ride air ticket, to thank him for the wonderful boost in publicity which has seen our bookings rise significantly.” “They’re up about 2 or 3 percent in the last five days,” he added at a press conference in Dublin. The company’s shares were also up over 2 percent on Wednesday. “O’Leary’s complaint about Starlink was an absolutely classic Michael O’Leary complaint: operationally driven, cost-based, almost certainly technically correct, quite probably an attempt to negotiate the price down by Musk,” said Andrew Charlton, managing director of the Aviation Advocacy consultancy. O’Leary confirmed on Wednesday that he had been in talks for over a year with Starlink and its rivals Amazon and Vodafone to provide Wi-Fi on Ryanair planes at no extra cost to passengers. This is just the latest cost-cutting crusade taken by the Irish businessman, who spent the first weeks of the new year threatening to slash flights to and from Belgium over a ticket tax increase of less than €10. “He’s the Trump of aviation, the same kind of idiot,” said Toto Bongiorno, a former union leader from Belgium’s now-defunct flag carrier, Sabena. “He’s the guy who once said he was going to allow standing seats on planes. He’s the one who said people would have to pay to use the [onboard] toilets at some point,” Bongiorno told the Belgian TV channel LN24. “He invented a different way of doing aviation.” CURSING DOESN’T COST In a market previously dominated by flag carriers that offered larger seats and free luggage, drinks and snacks — but also charged higher prices and occasionally received state aid from governments — Ryanair and other low-cost European airlines, such as easyJet and Wizz Air, have gained market share thanks to cheaper airfares and minimal extras. However, O’Leary built Ryanair not only by slashing costs at the expense of the passenger experience; he also harangued European leaders, demanding fewer rules and lower taxes. Von der Leyen is often referred to as “Derlayed-Again” by Ryanair due to her alleged failure to guarantee the right of airlines to overfly countries affected by air traffic controller strikes. After Ryanair was fined by Spain’s Minister for Consumer Affairs Pablo Bustinduy for unfair practices, O’Leary called him “a crazy Spanish communist minister” and showed a cardboard cutout of Bustinduy dressed as a clown and wearing an apron with the words “I raise prices.” Now it’s Trump’s turn. “If Trump threatens Europe with tariffs, Europe should respond in like measure and Trump will chicken out. He generally does,” O’Leary said on Wednesday. 

A spat over in-flight Wi-Fi has spiralled into a public verbal brawl between Elon Musk and Ryanair CEO Michael O’Leary, pitting one of the world’s richest men against Europe’s most outspoken airline boss. The clash burst into the open after O’Leary dismissed Musk and his satellite internet business in a radio interview on Ireland’s Newstalk. Responding to Musk calling him “misinformed” over Ryanair’s refusal to install Starlink Wi-Fi, O’Leary told listeners he would “pay no attention whatsoever to Elon Musk.” “He’s an idiot — very wealthy, but still an idiot,” O’Leary said. He also described Musk’s social media platform X as a “cesspit.” Musk fired back on X, writing: “Ryanair CEO is an utter idiot. Fire him.” In a follow-up post, he accused O’Leary of getting Starlink’s fuel-burn impact wrong “by a factor of 10” and added: “Fire this imbecile.” Ryanair’s official X account also joined the fray, mocking Musk during a reported outage on his platform, replying: “perhaps you need Wi-Fi @elonmusk?” Behind the insults lies a substantive dispute about costs and aircraft performance. Ryanair has publicly ruled out installing Starlink across its more than 600 Boeing 737s, arguing the external antennas would increase drag and fuel consumption. O’Leary has said the technology would impose around a 2 percent fuel penalty and could cost the airline hundreds of millions of dollars a year, a trade-off he says makes little sense on short-haul flights where passengers are unlikely to pay for connectivity. Musk disputes those figures, pointing to airlines already flying with Starlink-equipped aircraft and arguing that fast internet will increasingly shape passenger choice.

BRUSSELS — A new EU rule mandating that a higher proportion of passengers pass through electronic identity border checks risks “wreaking significant discomfort on travelers,” warned the head of the bloc’s airport lobby. But a Commission spokesperson insisted that the electronic check system, which first went into limited use in October with a higher proportion of travelers to be checked from Friday, “has operated largely without issues.” The new Entry/Exit System is aimed at replacing passport stamps and cracking down on illegal stays in the bloc. Under the new system, travelers from third countries like the U.K. and the U.S. must register fingerprints and a facial image the first time they cross the frontier before reaching a border officer. But those extra steps are causing delays. In October, 10 percent of passengers had to use the new system; as of Friday, at least 35 percent of non-EU nationals entering the Schengen area for a short stay must use it. By April 10, the system will be fully in place. Its introduction last year caused issues at many airports, and industry worries that Friday’s step-up will cause a repeat. The EES “has resulted in border control processing times at airports increasing by up to 70 percent, with waiting times of up to three hours at peak traffic periods,” said Olivier Jankovec, director general of ACI Europe, adding that Friday’s new mandate is “sure to create even worse conditions.” Brussels Airport spokesperson Ihsane Chioua Lekhli said: “The introduction of EES has an impact on the waiting time for passengers and increases the need for sufficient staffing at border control,” adding: “Peak waiting times at arrival (entry of Belgium) can go up to three hours, and we also saw an increase of waiting times at departures.” But the Commission rejected the accusation that EES is wreaking havoc at EU airports. “Since its start, the system has operated largely without issues, even during the peak holiday period, and any initial challenges typical of new systems have been effectively addressed, moreover with it, we know who enter in the EU, when, and where,” said Markus Lammert, the European Commission’s spokesperson for internal affairs. Lamert said countries “have refuted the claim” made by ACI Europe of increased waiting times and that concerns over problems related to the new 35 percent threshold have been “disproven.” That’s in stark contrast with the view of the airport lobby, which pointed to recent problems in Portugal. Under the new system, travelers from third countries like the U.K. and the U.S. must register fingerprints and a facial image the first time they cross the frontier before reaching a border officer. | iStock “There are mounting operational issues with the EES rollout — the case in point being the suspension of the system by the Portuguese government over the holidays,” Jankovec said. In late December, the Portuguese government suspended the EES at Lisbon Humberto Delgado Airport for three months and deployed military personnel to bolster border control capabilities. ADR, which operates Rome Fiumicino Airport, is also seeing issues. “Operational conditions are proving highly complex, with a significant impact on passenger processing times at border controls,” ADR said in a written reply. Spain’s hotel industry association asked the country’s interior ministry to beef up staffing, warning of “recurring bottlenecks at border controls.” “It is unreasonable that, after a journey of several hours, tourists should face waits of an hour or more to enter the country,” said Jorge Marichal, the lobby’s president. The Spanish interior ministry said the EES is being used across the country with “no queues or significant incidents reported to date.” However, not all airports are having trouble implementing the new system. The ADP Group, which manages the two largest airports in Paris, said it has “not observed any chaos or increase in waiting times at this stage.”

BRUSSELS — Donald Trump blew up global efforts to cut emissions from shipping, and now the EU is terrified the U.S. president will do the same to any plans to tax carbon emissions from long-haul flights. The European Commission is studying whether to expand its existing carbon pricing scheme that forces airlines to pay for emissions from short- and medium-haul flights within Europe into a more ambitious effort covering all flights departing the bloc. If that happens, all international airlines flying out of Europe — including U.S. ones — would face higher costs, something that’s likely to stick in the craw of the Trump administration. “God only knows what the Trump administration will do” if Brussels expands its own Emissions Trading System to include transatlantic flights, a senior EU official told POLITICO. A big issue is how to ensure that the new system doesn’t end up charging only European airlines, which often complain about the higher regulatory burden they face compared with their non-EU rivals. The EU official said Commission experts are now “scratching their heads how you can, on the one hand, talk about extending the ETS worldwide … [but] also make sure that you have a bit of a level playing field,” meaning a system that doesn’t only penalize European carriers. Any new costs will hit airlines by 2027, following a Commission assessment that will be completed by July 1. Brussels has reason to be worried.  “Trump has made it very clear that he does not want any policies that harm business … So he does not want any environmental regulation,” said Marina Efthymiou, aviation management professor at Dublin City University. “We do have an administration with a bullying behavior threatening countries and even entities like the European Commission.” The new U.S. National Security Strategy, released last week, closely hews to Trump’s thinking and is scathing on climate efforts. “We reject the disastrous ‘climate change’ and ‘Net Zero’ ideologies that have so greatly harmed Europe, threaten the United States, and subsidize our adversaries,” it says. In October, the U.S. led efforts to prevent the International Maritime Organization from setting up a global tax to encourage commercial fleets to go green. The no-holds-barred push was personally led by Trump and even threatened negotiators with personal consequences if they went along with the measure. In October, the U.S. led efforts to prevent the International Maritime Organization from setting up a global tax aimed at encouraging commercial fleets to go green. | Nicolas Tucat/AFP via Getty Images This “will be a parameter to consider seriously from the European Commission” when it thinks about aviation, Efthymiou said. The airline industry hopes the prospect of a furious Trump will scare off the Commission. “The EU is not going to extend ETS to transatlantic flights because that will lead to a war,” said Willie Walsh, director general of the International Air Transport Association, the global airline lobby, at a November conference in Brussels. “And that is not a war that the EU will win.” EUROPEAN ETS VS. GLOBAL CORSIA In 2012, the EU began taxing aviation emissions through its cap-and-trade ETS, which covers all outgoing flights from the European Economic Area — meaning EU countries plus Iceland, Liechtenstein and Norway. Switzerland and the U.K. later introduced similar schemes. In parallel, the U.N.’s International Civil Aviation Organization was working on its own carbon reduction plan, the Carbon Offsetting and Reduction Scheme for International Aviation. Given that fact, Brussels delayed imposing the ETS on flights to non-European destinations. The EU will now be examining the ICAO’s CORSIA to see if it meets the mark. “CORSIA lets airlines pay pennies for pollution — about €2.50 per passenger on a Paris-New York flight,” said Marte van der Graaf, aviation policy officer at green NGO Transport & Environment. Applying the ETS on the same route would cost “€92.40 per passenger based on 2024 traffic.” There are two reasons for such a big difference: the fourfold higher price for ETS credits compared with CORSIA credits, and the fact that “under CORSIA, airlines don’t pay for total emissions, but only for the increase above a fixed 2019 baseline,” Van der Graaf explained. “Thus, for a Paris-New York flight that emits an average of 131 tons of CO2, only 14 percent of emissions are offset under CORSIA. This means that, instead of covering the full 131 tons, the airline only has to purchase credits for approximately 18 tons.” Efthymiou, the professor, warned the price difference is projected to increase due to the progressive withdrawal of free ETS allowances granted to aviation. The U.N. scheme will become mandatory for all U.N. member countries in 2027 but will not cover domestic flights, including those in large countries such as the U.S., Russia and China. KEY DECISIONS By July 1, the Commission must release a report assessing the geographical coverage and environmental integrity of CORSIA. Based on this evaluation, the EU executive will propose either extending the ETS to all departing flights from the EU starting in 2027 or maintaining it for intra-EU flights only. Opposition to the ETS in the U.S. dates back to the Barack Obama administration. | Pete Souza/White House via Getty Images According to T&E, CORSIA doesn’t meet the EU’s climate goals. “Extending the scope of the EU ETS to all departing flights from 2027 could raise an extra €147 billion by 2040,” said Van der Graaf, noting that this money could support the production of greener aviation fuels to replace fossil kerosene. But according to Efthymiou, the Commission might decide to continue the current exemption “considering the very fragile political environment we currently have with a lunatic being in power,” she said, referring to Trump. “CORSIA has received a lot of criticism for sure … but the importance of CORSIA is that for the first time ever we have an agreement,” she added. “Even though that agreement might not be very ambitious, ICAO is the only entity with power to put an international regulation [into effect].” Regardless of what is decided in Brussels, Washington is prepared to fight. Opposition to the ETS in the U.S. dates back to the Barack Obama administration, when then-Secretary of State Hillary Clinton sent a letter to the Commission opposing its application to American airlines. During the same term, the U.S. passed the EU ETS Prohibition Act, which gives Washington the power to prohibit American carriers from paying for European carbon pricing. John Thune, the Republican politician who proposed the bill, is now the majority leader of the U.S. Senate.

A large part of Airbus’s global fleet was grounded after the European airplane maker discovered a technical malfunction linked to solar radiation in its A320 family of aircraft. The European Union Aviation Safety Agency announced on Friday evening that it was temporarily pausing flights on certain Airbus planes after a JetBlue flight from Florida to Mexico had to make an emergency landing after a sudden loss of altitude. Media reports indicate that some 15 people were hospitalized after the incident. Airbus said in a statement late Friday that it had identified an issue with its workhorse A320 planes. “Intense solar radiation may corrupt data critical to the functioning of flight controls,” it said, adding that it had “identified a significant number” of affected aircraft. A number of airlines around Europe announced that they were affected, including Lufthansa, Swiss and Austrian Airlines. Brussels Airlines said that none of its flights was impacted. Sara Ricci, communications chief for Airbus’s commercial aircraft division, said that some 6,000 aircraft were affected, but that for 85 percent of the impacted aircraft, it would be a “quick fix” to the planes’ software. “The vast majority will be back in the sky very soon,” Ricci said.

BRUSSELS — Iberia and TAP Air Portugal were banned from operating in Venezuela Thursday as tensions rise between the South American country and the United States. Venezuela’s National Institute of Civil Aviation (INAC) announced the “revocation of the concession” to operate in the country on Instagram, accusing the airlines of “joining in the acts of state terrorism promoted by the government of the U.S.” The decision was a response to the suspension of operations in Venezuela by Iberia and TAP, as well as Turkish Airlines, Colombia’s Avianca, Chile’s LATAM Airlines, and Brazil’s Gol, due to safety concerns as of Nov. 22. The carriers suspended operations after the U.S. Federal Aviation Administration warned on Nov. 21 of a “worsening security situation and heightened military activity” in Venezuela. The Spanish authority AESA joined the warning on Nov. 24. U.S. President Donald Trump has moved forces close to Venezuela and there is growing worry that the U.S. may attack. The day after Spain’s warning, Venezuela’s INAC requested that the six airlines resume operations within 48 hours, threatening to suspend their traffic rights if they did not comply. They did not, so the Venezuelan authority followed through by banning them. “Iberia cannot operate in areas where there is a high safety risk. This is currently the case in Venezuela,” the Spanish airline, which is part of the IAG Group, told POLITICO. “Iberia hopes to resume flights to Venezuela as soon as possible, once full safety conditions are in place.”

LONDON — The U.K. government is not moving fast enough to slash planet-destroying emissions from aviation, former Prime Minister Tony Blair has warned.  Governments in Westminster and elsewhere must step up progress in developing cleaner alternatives to traditional jet fuel, according to a report today from Blair’s think tank, seen by POLITICO.  “Aviation is and will continue to be one of the world’s most hard-to-abate sectors. Sustainable aviation fuel (SAF) mandates in Europe and the U.K. are ramping up, but the new fuels needed are not developing fast enough to sufficiently reduce airline emissions,” the Tony Blair Institute (TBI) said, referring to policies designed to force faster production of cleaner fuel.  The U.K. has made the rollout of SAF central to hitting climate targets while expanding airport capacity.  It is the third intervention on U.K. net-zero policy from the former prime minister this year.  Earlier this month, the TBI urged Energy Secretary Ed Miliband to drop his pursuit of a clean power system by 2030 and focus instead on reducing domestic bills. This followed a report in April claiming the government’s approach to net zero was “doomed to fail” — something which caused annoyance at the top of the government and “pissed off” Labour campaigners then door-knocking ahead of local elections.  Aviation contributed seven percent of the U.K.’s annual greenhouse gas emissions in 2022, equivalent to around 29.6 million tons of CO2. The Climate Change Committee estimates that will rise to 11 percent by the end of the decade and 16 percent by 2035.  SAFs can be produced from oil and feedstocks and blended with traditional fuels to reduce emissions. The U.K. government’s SAF mandate targets its use in 40 percent of jet fuels by 2040 — up from two percent in 2025.  Chancellor Rachel Reeves said in January that U.K. investment in SAF production will help ensure planned airport expansion at Heathrow —  announced as the government desperately pursues economic growth — does not break legally-binding limits on emissions.  The TBI urged Energy Secretary Ed Miliband to drop his pursuit of a clean power system by 2030 and focus instead on reducing domestic bills. | Wiktor Szymanowicz/Getty Images The TBI said that, while it expects efficiency gains and initial SAF usage will have an impact on emissions, a “large share of flights, both in Europe and globally, will continue to run on conventional kerosene.” A spokesperson for the Department for Transport said the government was “seeing encouraging early signs towards meeting the SAF mandate.” They added: “Not backing SAF is not an option. It is a core part of the global drive to decarbonise aviation. SAF is already being produced and supplied at scale in the U.K., and we recently allocated a further £63 million of funding to further grow domestic production.” The TBI said carbon dioxide removal plans should be integrated into both jet fuel sales and sustainable aviation fuel mandates, placing “the financial responsibility of removals at the feet of those most able to pay it.” 

The Court of Justice of the European Union ruled Thursday that pets can be considered “baggage,” dealing a setback to pet owners seeking higher compensation for animals lost during international flights. The decision comes from a case in which a dog escaped from its pet-carrier at Buenos Aires airport in October 2019 and was never recovered. Its owner had sought €5,000 in compensation from Iberia airlines, which admitted the loss but argued that liability is limited under EU rules for checked baggage. The high court concluded that the 1999 Montreal Convention, which governs airline liability for baggage, applies to all items transported in the hold, including pets. While EU and Spanish laws recognize animals as sentient beings, the Luxembourg-based court emphasized that the Montreal Convention’s framework is focused on material compensation for lost or damaged items. Airlines are therefore not obligated to pay amounts exceeding the compensation caps set under the Montreal Convention unless passengers declare a “special interest” in the item, a mechanism designed for inanimate belongings. “The court finds that pets are not excluded from the concept of ‘baggage’. Even though the ordinary meaning of the word ‘baggage’ refers to objects, this alone does not lead to the conclusion that pets fall outside that concept,” the court said in a statement. Thursday’s ruling reaffirms the current framework, limiting airlines’ liability for lost pets unless passengers make a special declaration to raise coverage. For airlines operating in Europe, it offers legal certainty and shields them from larger claims. The court’s judgment will guide national courts in balancing international air transport law with EU animal welfare standards.