CEO Roundtable - The future of Caribbean Aviation

The Caribbean’s aviation sector stands at a defining crossroads. As the region emerges from a period of disruption and transformation, the challenge now is not merely to recover but to reimagine. Inter-island connectivity, infrastructure investment, sustainable growth and technological innovation are no longer optional – they are essential. In this special Aviation CEO Roundtable, we bring together the leaders at the helm of Caribbean airlines to share their vision, voice their challenges and explore what’s needed to keep the region flying high. From long-established carriers to agile newcomers, these executives offer frank insights into the realities of regional aviation and what it will take to ensure that Caribbean skies remain open, reliable and resilient. Their perspectives reflect a shared commitment to regional integration, economic development and, above all, to the people and businesses who rely on aviation as a vital lifeline across the islands.

In your opinion, what are the most pressing challenges when it comes to improving inter-island connectivity?

Hafsah Abdulsalam - CEO, Liat Air

The biggest challenges are high operational costs. On most routes, government taxes account for close to, or in some instances, over 50 percent of the base fare, thus stifling potential demand. There is differential infrastructure across the islands - some airports have modern terminals and radar systems, while others lack basic nighttime landing capabilities. This limits the viability of certain routes and slows responses to operational challenges. By working together to harmonise policies, through a true regional open skies agreement, uniform safety standards and reduced inter-island taxes, we can unlock the potential for more efficient and cost-effective travel.

Trevor Sadler - CEO, interCaribbean

Greater connectivity is a key wish for all islands. While we face different rules and regulations island to island, abbreviated airport hours do not always match connected arrivals of long-haul flights. Air Traffic Control costs are a challenge with multiple control points and associated charges. In one case, it adds as much as US$30 per seat for overflight. In another case, we must pay a third country to fly over our own sovereign airspace. If we treat Caribbean airspace as one connected system, similar to the European single aviation market, we might achieve more rational costs. There is also much that can be done with the security process to create easy connective travel, from handling checked bags to eliminating the need to clear security again.

Philippe Bayard - CEO, Sunrise Airways

The biggest challenge is the high cost of flying within the Caribbean, mainly due to excessive taxes and airport fees that vary widely by destination. To unlock real growth, regional leaders need to adopt a coordinated approach to lowering and harmonising fees, ideally with a regional sky concept supported by modern bilateral and multilateral air service agreements. The opportunity is immense: by making air travel more affordable, we boost trade, tourism, family connections and resilience, especially vital in a region prone to natural disasters and where aviation is often the only lifeline.

Hans Van De Velde - CEO, Winair

Many governments in the Caribbean have imposed high taxes on airline tickets. Consequently, tickets are costly, and as a result, not many people can afford to travel. That is disappointing, but as an airline, it is a reality we need to live with and adapt to. Reducing taxes imposed on airline tickets, at least for locals, would give a boost to interregional traffic and economic exchange.

Dennis Dowden Jr - CEO, Dowden Aviation

High airport fees and limited flight schedules remain barriers. However, the rise of new ATR and charter services shows that travellers are eager to island-hop when pricing and frequency improve.

Mark Fleming - CEO, CalvinAir

Although many inter-island flights are relatively short in distance, this type of travel is still classified as international, which naturally brings added layers of process. Each journey requires customs and immigration clearance, permits and compliance with different territorial regulations. We see a real opportunity for continued collaboration across the region to simplify regional movements. Enhancing inter-island connectivity not only boosts tourism but also makes it easier for people to do business, access services and stay connected with loved ones.

Bertrand Magras - CEO, St Barth Commuter

The Caribbean is naturally a very complex regulatory area. To illustrate this, the distance between Brest and Nice in France is about 630 nautical miles. That is one country, one authority and one set of rules. That is about the same distance between the east coast of the Dominican Republic and Grenada. But here, we are dealing with at least six different civil aviation authorities and many islands with varying levels of autonomy or independence.

Vincent Beauvarlet - CEO, Saint-Barth Executive

From my perspective, the core challenge is building scale in a region that remains deeply fragmented. Many Caribbean islands operate in silos, with limited air links and complex regulations. But we see a huge opportunity in building a smart, interconnected network that serves both regional business and tourism flows.

What lessons have you learned from operating in the Caribbean’s unique aviation environment?

Mark Fleming: Operating in the Caribbean most definitely requires flexibility. From the challenges that come with island life to the differing aviation regulatory protocols found across territories, it’s a complex environment, but one we are confident in navigating.

Trevor Sadler: Operating here teaches you that reliability is everything. In many of the communities we serve, flying isn’t a luxury; it’s a lifeline. You have to show up consistently, even when conditions are tough, and that means building resilience into operations and forming strong local partnerships. The biggest lesson? You can’t operate here from a distance. You have to be present, adaptable and committed to earning trust flight by flight.

Vincent Beauvarlet: Operating in the Caribbean requires a deep sense of adaptability. Between shifting weather conditions, diverse regulatory environments and often limited infrastructure, success depends on staying agile and responsive.

Hans Van De Velde: Firstly, you need to move prudently. Growing too fast brings many risks in this dynamic market, especially with the threat of natural disasters, as evidenced by the numerous bankrupt airlines in this region. Secondly, without a network connection to international destinations, it is impossible to build a stable airline. There are simply not enough passengers in the region. Thirdly, as an airline, you need the right aircraft type. There is a strong call for jets, but on most routes, these aircraft are simply not suitable, and they are also expensive.

Philippe Bayard: Operating in the Caribbean requires resilience and adaptability. In Haiti, we say “Dèyè mòn, gen mòn”, which means beyond mountains, more mountains. This reminds us that every challenge we overcome prepares us for the next.

Dennis Dowden Jr: Operating in the Caribbean requires resilience. High fuel taxes, limited parts availability, and unpredictable weather mean we must stock spare parts, build in operational buffers and partner closely with regional maintenance providers.

If you could change one policy or regulation to improve Caribbean aviation overnight, what would it be?

Trevor Sadler: It would be taxes and fees on regional flights. Right now, a traveller flying between two Caribbean islands can pay more in government charges than in airfare. It makes regional travel unaffordable for many and undermines the goal of greater inter-island mobility. We need a different approach to taxation - one that treats intra-Caribbean travel as essential, not optional. The region can’t grow together if we make it too expensive for our own people to move.

Hafsah Abdulsalam: A single, harmonised CARICOM-wide Open Skies agreement with standardised fees and taxes. Currently, taxes can make up over 50 percent of a regional airfare. If we want to democratise travel, then this needs to change to unlock intra-Caribbean mobility.

Hans Van De Velde: To end protectionism and grant traffic rights to all airlines. If the weaker companies can’t survive, so be it. There are many examples showing that this ‘freedom of the skies’ leads to stronger airlines, with more modern fleets and better customer service. Connectivity increases, prices come down. And that’s the holy grail we are looking for. CARICOM could take the lead on this.

Philippe Bayard: Reducing regional ticket taxes would be a game-changer. A true Caribbean open-skies market with lower fares would immediately boost travel demand and attract greater airline investment.

Bertand Magras: I would like to see harmonisation of operating rules, which will make life easier for both passengers and the airlines. This can be achieved by embracing new technology and eliminating outdated processes that create a burden without adding value.

Vincent Beauvarlet: I would streamline and harmonise regional air traffic rights and customs procedures. A true “Caribbean Open Skies” agreement could significantly reduce administrative red tape and operational costs, paving the way for smoother, more efficient inter-island air travel across the region.

How would you like to see Caribbean aviation evolve over the next decade?

Philippe Bayard: I envision a Caribbean where aviation is the backbone of a region that is fully integrated – socially, culturally and economically. But connectivity alone is not enough. Herein lies the paradox. We need a well-connected region to unlock greater trade and cooperation, yet only stronger trade and cooperation can sustain the level of connectivity we need. It’s a virtuous cycle: more flights enable more commerce and cultural exchange, which in turn justifies more routes, more investment and more opportunities for our people. Lower taxes and smarter regulation can make regional mobility a daily reality, while stronger ties within the Caribbean and outward to Latin America and beyond will expand our reach. Above all, I see aviation as much more than an industry; it should be a trusted enabler of exchange, opportunity, resilience and solidarity. By bridging our islands, aviation can bridge our communities, strengthen our shared identity, and help us stand together as “One Caribbean”.

Bertrand Magras: I believe each island should have its own air service company. We cannot rely solely on the big players. They are needed on certain routes, but they cannot efficiently meet all travel demands.

Hafsah Abdulsalam: I would like to see a region where air travel is as seamless as it is in other climes, notably Europe. Open skies, smart/controlled subsidies, shared services and regional investment in training (including a flight school, aircraft maintenance, commercial roles and so on) would all be geared toward making intra-Caribbean travel safer, more efficient, cost-competitive and more dependable.

Mark Fleming: I’d love to see continued collaboration across the Caribbean to strengthen connectivity and make inter-island travel more accessible to everyone. There’s a real opportunity to better serve not only visitors, but also the people who call these islands home. With sustained investment in infrastructure, training and technology, we can continue to build an aviation sector that’s safe, sustainable and future-ready.

Dennis Dowden Jr: We envision a unified, tech-driven Caribbean airspace supported by open-skies agreements, greener propulsion technologies and collaborative platforms like CARIBAVIA.

Vincent Beauvarlet: I envisage a region where borders feel seamless in the air: faster approvals, better infrastructure, greener aircraft, and more intergovernmental collaboration. The Caribbean deserves an aviation system that is as connected and dynamic as its people and its potential.

Trevor Sadler: I’d like to see the Caribbean operate as one connected aviation space. Over the next five to ten years, we have the opportunity to treat regional air travel not as a luxury, but as an essential service that supports our economies, connects our cultures and strengthens our countries.

Hans Van De Velde: I truly hope that, for the benefit of all Caribbean residents, the current limitations on traffic rights and the protectionism of ‘national airlines’ will come to an end. Protectionism leads to small and failing airlines. Ending it would allow for the creation of larger and stronger airlines offering lower prices.

How has demand for private charters evolved in the Caribbean?

Trevor Sadler: Charter demand is not about luxury, but necessity. Business leaders, governments and high-net-worth clients need to move fast, often to places where scheduled services don’t reach. As travellers, particularly business travellers, calculate the cost of time, a charter can be a very affordable option.

Mark Fleming: Demand for private charters has steadily grown, especially among high-net-worth and corporate travellers who value flexibility and exclusivity.

Bertrand Magras: We have seen a change in the profile of our private charter clients. They are younger, many of them digital natives who prefer to communicate and book through new channels. Last-minute demands are on the rise, which require more flexibility.

Hafsah Abdulsalam: We’ve seen significant demand for charters. We are seeing a strong uptake among church groups, sports teams and high-net-worth travellers celebrating special occasions.

Philippe Bayard: Charters have been core to Sunrise since our launch. Initially focused on regional routes for events and cultural exchanges, we’re now seeing growing demand for longer-range charters connecting the Caribbean with Latin America and beyond.