Editing Aeroméxico (section)

===1990s===
{{one source section|date=December 2023}}
[[File:145bz - AeroMexico Boeing 767-200, XA-TNS@CDG,11.08.2001 - Flickr - Aero Icarus.jpg|thumb|right|An Aeroméxico [[Boeing 767|Boeing 767-200ER]] at [[Charles de Gaulle Airport]] in [[Paris]] in 2001.]]
The early 1990s were turbulent times, with the rise in fuel costs due to the [[Gulf War]], and a domestic fare war caused by start-up airlines like [[TAESA]], [[Servicios Aéreos Rutas Oriente]], [[Aviacsa]], among others, as well as constant labor problems. In April 1991, the first two 767-200ERs were introduced to the fleet to replace DC-10s in services to Europe, New York, and Tijuana, and another two 767-300ERs joined the fleet later that year. This was all a part of a renovation and expansion program to introduce 24 direct flights to [[Barajas Airport|Madrid]] and [[Charles De Gaulle Airport|Paris]] from [[Mexico City International Airport|Mexico City]] with Boeing 767s as well as services to [[Frankfurt Airport|Frankfurt]] via Paris and Rome via Madrid.

In 1992, Grupo Aeroméxico was among other investors that failed to consummate the acquisition of [[Continental Airlines]]. After failing to invest in Continental, Aeroméxico acquired the bankrupt Aeroperú from the [[Politics of Peru|Peruvian government]].<ref name=":0" />

In 1993, Aeroméxico Group took over [[Mexicana de Aviación (1921–2010)|Mexicana]], the second-largest airline in the Mexican market under the same management.<ref>{{Cite journal |last=Ramirez |first=Miguel D |date=2001 |title=The Mexican regulatory experience in the airline, banking and telecommunications sectors |url=https://linkinghub.elsevier.com/retrieve/pii/S1062976901000977 |journal=The Quarterly Review of Economics and Finance |language=en |volume=41 |issue=5 |pages=657–681 |doi=10.1016/S1062-9769(01)00097-7}}</ref> There was a great dispute in June 1993 with the pilot union regarding the transfer of flights to regional subsidiary Aeromonterrey, which had non-union pilots.<ref>{{cite book|title=ITF News|url=https://books.google.com/books?id=bV5ZAAAAYAAJ|year=1994|publisher=International Transport Workers' Federation}}</ref> Between 1994 and 1995, the six DC-10 aircraft in the fleet were finally retired. Their last revenue flight was in 1995.

In December 1994, three weeks after Carlos Salinas de Gortari left the office, the first of several devaluations in the next 18 months started, giving way to the [[Mexican peso crisis]]. As a consequence, Aeroméxico had to cut capacity and flights to Frankfurt and Rome were canceled, four McDonnell Douglas MD-80s and four [[Boeing 767]]s were returned to their lessors, early retirement for pilots and other staff was underway, and a new Boeing 767 due for delivery in April 1995 was instead transferred to another airline. Flights to Madrid and Paris were operated only by two Boeing 767-300ER jets.

In 1996, Cintra was created to prevent the two main carriers from going bankrupt. Some [[Boeing 757]]s of Aeroméxico's original renovation program were transferred to Mexicana and [[Aeroperú]]. The market and the airline recovered between 1996 and 1998; eight McDonnell Douglas MD80s were leased back along with two Boeing 767-200ERs.

The sale of Grupo Cintra was scheduled after several delays in September 1999, and with the looming presidential elections in 2000, everything was delayed once again. The ruling party lost the election after 70 years in office and all the policies changed. Due to the recession in 2000, the new government put everything on hold, waiting for better economic conditions to start the stock sell-off, and just when everything was about to start, the [[11 September 2001 attacks]] occurred and nothing materialized since the two main carriers, Mexicana and Aeroméxico, were losing large amounts of money.