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\n
\n
Starting the journey in London Gatwick and travelling in an easterly direction, we initially headed off towards Jeddah, arriving late at night before waiting a few hours to connect to Dubai where a civilised arrival time of 07:55 provided an opportunity for a stretch of the legs and breakfast before switching terminals to continue onwards to Asia, specifically to Delhi.
\n
A lunchtime departure with Air India results in an early evening arrival in Delhi and then a five-hour connection before joining the Thai International overnight service to Bangkok which arrives at 05:05. This just allows enough time for some food and a freshen up before connecting onto the next flight heading to Tokyo Narita. The planned Japan Air Lines service provides a welcome daylight flight with another civilised arrival in Tokyo at 16:15 and a four-hour connection onto the All Nippon Airways service to Honolulu at 20:10. Travelling to Honolulu is an important part of the routing, as we crucially cross the international date line, travelling back in time.
\n
Arriving in Honolulu before we left Tokyo at 08:10 may feel a bit odd, but gaining twenty-four hours in the race makes all the difference, especially when a quick three hour connection puts us on a United Airlines service to Los Angeles where we can have a quick dinner at 19:46. A change of terminals in Los Angeles and a short connection may make dinner a “grab and go” experience as the American Airlines trans-continental service departs at 21:21. On a classic red-eye we arrive in JFK at 05:55 which connects perfectly with the British Airways 07:50 daylight service to London Heathrow scheduled to arrive at 19:45 but regularly early for anyone wanting to catch a late show in London after that trip!
\n
Result: We calculated air fares for this round trip to be around £3,200. This is based on last minute airfares, and of course airfares vary so this is just a rough benchmark to compare with our low-cost journey. Departing mid-afternoon on Tuesday and back in London by Friday evening seems an efficient routing at around 76 hours, but can a low-cost route beat that?
\n
Race Across The World: Low-Cost Carrier Routing
\n
\n
The low-cost round the world routing follows the same journey and airports as the legacy schedule, with the exception of the final destination changing from London Heathrow to London Gatwick on the low-cost route. The low-cost journey starts with a late afternoon departure from London Gatwick to Jeddah on the new daily Wizzair service. After an overnight stay in the airport, a FlyNAS service connects to Dubai where another lengthy layover is required before catching the first of two Indigo services which arrives at 03:10 in the morning. At this point it’s clear that the frequency of low-cost airline services is not as high as their legacy competitors as another seven hour wait in Delhi provides plenty of time to catch up on some food and rest before continuing with IndiGo to Bangkok, arriving in Thailand at 15:55.
\n
The calmness of Bangkok Airport provides an opportunity for another lengthy connection before leaving for Tokyo Narita with ZipAir, an overnight service arriving at 07:30 followed by a near twelve-hour layover before connecting onwards to Honolulu with the same airline - so there is no need to worry about running for your next flight. Again, arriving before you’ve left may seem odd but the 07:45 arrival in Honolulu means another connection of over six hours before jumping on a Southwest Airlines service to Los Angeles.
\n
While the Southwest service may offer the benefits of a daylight flight, it also results in an arrival at 23:25 in Los Angeles and another over-night stop before connecting to JetBlue and their service to New York JFK, which arrives at 16:32. A rapid terminal change and race around JFK should make the onward connection with Norse to London possible, before finally collapsing on another overnight service back to London Gatwick with an arrival time of 06:20am.
\n
Result: In total a journey around the world using low-cost airlines takes closer to 110 hours; 34 hours longer than the legacy option (76 hours) with the main difference being longer connecting times and sleepovers in airport terminals on the LCC option. For this trip, the total fare was £1,800, £1,400 less than the legacy version.
\n
While it may be very possible to travel around the world within one week with either a legacy or low-cost airline, let’s not forget that the point of travel is to experience new sights and sounds. So unless comparing seat 32A on various airlines is of interest perhaps a more leisurely ‘race’ would make sense for most people!
\n
\n
","post_summary":"
As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
\n\n
The rules are simple:
\n
\n
No backhauls permitted
\n
Unless there are no other options, a change of airline for each sector has to be made
\n
\n
To make it even more interesting, we’re going to take two trips; one flying only low-cost and one with legacy airlines. Which will take us around the world in the shortest time? What will the difference in total airfares be? With the rules in place, we set off on our challenge to find out!
\n
\n
Race Across The World: Legacy Airline Routing
\n
\n
\n
Starting the journey in London Gatwick and travelling in an easterly direction, we initially headed off towards Jeddah, arriving late at night before waiting a few hours to connect to Dubai where a civilised arrival time of 07:55 provided an opportunity for a stretch of the legs and breakfast before switching terminals to continue onwards to Asia, specifically to Delhi.
\n
A lunchtime departure with Air India results in an early evening arrival in Delhi and then a five-hour connection before joining the Thai International overnight service to Bangkok which arrives at 05:05. This just allows enough time for some food and a freshen up before connecting onto the next flight heading to Tokyo Narita. The planned Japan Air Lines service provides a welcome daylight flight with another civilised arrival in Tokyo at 16:15 and a four-hour connection onto the All Nippon Airways service to Honolulu at 20:10. Travelling to Honolulu is an important part of the routing, as we crucially cross the international date line, travelling back in time.
\n
Arriving in Honolulu before we left Tokyo at 08:10 may feel a bit odd, but gaining twenty-four hours in the race makes all the difference, especially when a quick three hour connection puts us on a United Airlines service to Los Angeles where we can have a quick dinner at 19:46. A change of terminals in Los Angeles and a short connection may make dinner a “grab and go” experience as the American Airlines trans-continental service departs at 21:21. On a classic red-eye we arrive in JFK at 05:55 which connects perfectly with the British Airways 07:50 daylight service to London Heathrow scheduled to arrive at 19:45 but regularly early for anyone wanting to catch a late show in London after that trip!
\n
Result: We calculated air fares for this round trip to be around £3,200. This is based on last minute airfares, and of course airfares vary so this is just a rough benchmark to compare with our low-cost journey. Departing mid-afternoon on Tuesday and back in London by Friday evening seems an efficient routing at around 76 hours, but can a low-cost route beat that?
\n
Race Across The World: Low-Cost Carrier Routing
\n
\n
The low-cost round the world routing follows the same journey and airports as the legacy schedule, with the exception of the final destination changing from London Heathrow to London Gatwick on the low-cost route. The low-cost journey starts with a late afternoon departure from London Gatwick to Jeddah on the new daily Wizzair service. After an overnight stay in the airport, a FlyNAS service connects to Dubai where another lengthy layover is required before catching the first of two Indigo services which arrives at 03:10 in the morning. At this point it’s clear that the frequency of low-cost airline services is not as high as their legacy competitors as another seven hour wait in Delhi provides plenty of time to catch up on some food and rest before continuing with IndiGo to Bangkok, arriving in Thailand at 15:55.
\n
The calmness of Bangkok Airport provides an opportunity for another lengthy connection before leaving for Tokyo Narita with ZipAir, an overnight service arriving at 07:30 followed by a near twelve-hour layover before connecting onwards to Honolulu with the same airline - so there is no need to worry about running for your next flight. Again, arriving before you’ve left may seem odd but the 07:45 arrival in Honolulu means another connection of over six hours before jumping on a Southwest Airlines service to Los Angeles.
\n
While the Southwest service may offer the benefits of a daylight flight, it also results in an arrival at 23:25 in Los Angeles and another over-night stop before connecting to JetBlue and their service to New York JFK, which arrives at 16:32. A rapid terminal change and race around JFK should make the onward connection with Norse to London possible, before finally collapsing on another overnight service back to London Gatwick with an arrival time of 06:20am.
\n
Result: In total a journey around the world using low-cost airlines takes closer to 110 hours; 34 hours longer than the legacy option (76 hours) with the main difference being longer connecting times and sleepovers in airport terminals on the LCC option. For this trip, the total fare was £1,800, £1,400 less than the legacy version.
\n
While it may be very possible to travel around the world within one week with either a legacy or low-cost airline, let’s not forget that the point of travel is to experience new sights and sounds. So unless comparing seat 32A on various airlines is of interest perhaps a more leisurely ‘race’ would make sense for most people!
\n
\n
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As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
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As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
\n\n
The rules are simple:
\n
\n
No backhauls permitted
\n
Unless there are no other options, a change of airline for each sector has to be made
\n
\n
To make it even more interesting, we’re going to take two trips; one flying only low-cost and one with legacy airlines. Which will take us around the world in the shortest time? What will the difference in total airfares be? With the rules in place, we set off on our challenge to find out!
\n
\n
Race Across The World: Legacy Airline Routing
\n
\n
\n
Starting the journey in London Gatwick and travelling in an easterly direction, we initially headed off towards Jeddah, arriving late at night before waiting a few hours to connect to Dubai where a civilised arrival time of 07:55 provided an opportunity for a stretch of the legs and breakfast before switching terminals to continue onwards to Asia, specifically to Delhi.
\n
A lunchtime departure with Air India results in an early evening arrival in Delhi and then a five-hour connection before joining the Thai International overnight service to Bangkok which arrives at 05:05. This just allows enough time for some food and a freshen up before connecting onto the next flight heading to Tokyo Narita. The planned Japan Air Lines service provides a welcome daylight flight with another civilised arrival in Tokyo at 16:15 and a four-hour connection onto the All Nippon Airways service to Honolulu at 20:10. Travelling to Honolulu is an important part of the routing, as we crucially cross the international date line, travelling back in time.
\n
Arriving in Honolulu before we left Tokyo at 08:10 may feel a bit odd, but gaining twenty-four hours in the race makes all the difference, especially when a quick three hour connection puts us on a United Airlines service to Los Angeles where we can have a quick dinner at 19:46. A change of terminals in Los Angeles and a short connection may make dinner a “grab and go” experience as the American Airlines trans-continental service departs at 21:21. On a classic red-eye we arrive in JFK at 05:55 which connects perfectly with the British Airways 07:50 daylight service to London Heathrow scheduled to arrive at 19:45 but regularly early for anyone wanting to catch a late show in London after that trip!
\n
Result: We calculated air fares for this round trip to be around £3,200. This is based on last minute airfares, and of course airfares vary so this is just a rough benchmark to compare with our low-cost journey. Departing mid-afternoon on Tuesday and back in London by Friday evening seems an efficient routing at around 76 hours, but can a low-cost route beat that?
\n
Race Across The World: Low-Cost Carrier Routing
\n
\n
The low-cost round the world routing follows the same journey and airports as the legacy schedule, with the exception of the final destination changing from London Heathrow to London Gatwick on the low-cost route. The low-cost journey starts with a late afternoon departure from London Gatwick to Jeddah on the new daily Wizzair service. After an overnight stay in the airport, a FlyNAS service connects to Dubai where another lengthy layover is required before catching the first of two Indigo services which arrives at 03:10 in the morning. At this point it’s clear that the frequency of low-cost airline services is not as high as their legacy competitors as another seven hour wait in Delhi provides plenty of time to catch up on some food and rest before continuing with IndiGo to Bangkok, arriving in Thailand at 15:55.
\n
The calmness of Bangkok Airport provides an opportunity for another lengthy connection before leaving for Tokyo Narita with ZipAir, an overnight service arriving at 07:30 followed by a near twelve-hour layover before connecting onwards to Honolulu with the same airline - so there is no need to worry about running for your next flight. Again, arriving before you’ve left may seem odd but the 07:45 arrival in Honolulu means another connection of over six hours before jumping on a Southwest Airlines service to Los Angeles.
\n
While the Southwest service may offer the benefits of a daylight flight, it also results in an arrival at 23:25 in Los Angeles and another over-night stop before connecting to JetBlue and their service to New York JFK, which arrives at 16:32. A rapid terminal change and race around JFK should make the onward connection with Norse to London possible, before finally collapsing on another overnight service back to London Gatwick with an arrival time of 06:20am.
\n
Result: In total a journey around the world using low-cost airlines takes closer to 110 hours; 34 hours longer than the legacy option (76 hours) with the main difference being longer connecting times and sleepovers in airport terminals on the LCC option. For this trip, the total fare was £1,800, £1,400 less than the legacy version.
\n
While it may be very possible to travel around the world within one week with either a legacy or low-cost airline, let’s not forget that the point of travel is to experience new sights and sounds. So unless comparing seat 32A on various airlines is of interest perhaps a more leisurely ‘race’ would make sense for most people!
\n
\n
","postBodyRss":"
As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
\n\n
The rules are simple:
\n
\n
No backhauls permitted
\n
Unless there are no other options, a change of airline for each sector has to be made
\n
\n
To make it even more interesting, we’re going to take two trips; one flying only low-cost and one with legacy airlines. Which will take us around the world in the shortest time? What will the difference in total airfares be? With the rules in place, we set off on our challenge to find out!
\n
\n
Race Across The World: Legacy Airline Routing
\n
\n
\n
Starting the journey in London Gatwick and travelling in an easterly direction, we initially headed off towards Jeddah, arriving late at night before waiting a few hours to connect to Dubai where a civilised arrival time of 07:55 provided an opportunity for a stretch of the legs and breakfast before switching terminals to continue onwards to Asia, specifically to Delhi.
\n
A lunchtime departure with Air India results in an early evening arrival in Delhi and then a five-hour connection before joining the Thai International overnight service to Bangkok which arrives at 05:05. This just allows enough time for some food and a freshen up before connecting onto the next flight heading to Tokyo Narita. The planned Japan Air Lines service provides a welcome daylight flight with another civilised arrival in Tokyo at 16:15 and a four-hour connection onto the All Nippon Airways service to Honolulu at 20:10. Travelling to Honolulu is an important part of the routing, as we crucially cross the international date line, travelling back in time.
\n
Arriving in Honolulu before we left Tokyo at 08:10 may feel a bit odd, but gaining twenty-four hours in the race makes all the difference, especially when a quick three hour connection puts us on a United Airlines service to Los Angeles where we can have a quick dinner at 19:46. A change of terminals in Los Angeles and a short connection may make dinner a “grab and go” experience as the American Airlines trans-continental service departs at 21:21. On a classic red-eye we arrive in JFK at 05:55 which connects perfectly with the British Airways 07:50 daylight service to London Heathrow scheduled to arrive at 19:45 but regularly early for anyone wanting to catch a late show in London after that trip!
\n
Result: We calculated air fares for this round trip to be around £3,200. This is based on last minute airfares, and of course airfares vary so this is just a rough benchmark to compare with our low-cost journey. Departing mid-afternoon on Tuesday and back in London by Friday evening seems an efficient routing at around 76 hours, but can a low-cost route beat that?
\n
Race Across The World: Low-Cost Carrier Routing
\n
\n
The low-cost round the world routing follows the same journey and airports as the legacy schedule, with the exception of the final destination changing from London Heathrow to London Gatwick on the low-cost route. The low-cost journey starts with a late afternoon departure from London Gatwick to Jeddah on the new daily Wizzair service. After an overnight stay in the airport, a FlyNAS service connects to Dubai where another lengthy layover is required before catching the first of two Indigo services which arrives at 03:10 in the morning. At this point it’s clear that the frequency of low-cost airline services is not as high as their legacy competitors as another seven hour wait in Delhi provides plenty of time to catch up on some food and rest before continuing with IndiGo to Bangkok, arriving in Thailand at 15:55.
\n
The calmness of Bangkok Airport provides an opportunity for another lengthy connection before leaving for Tokyo Narita with ZipAir, an overnight service arriving at 07:30 followed by a near twelve-hour layover before connecting onwards to Honolulu with the same airline - so there is no need to worry about running for your next flight. Again, arriving before you’ve left may seem odd but the 07:45 arrival in Honolulu means another connection of over six hours before jumping on a Southwest Airlines service to Los Angeles.
\n
While the Southwest service may offer the benefits of a daylight flight, it also results in an arrival at 23:25 in Los Angeles and another over-night stop before connecting to JetBlue and their service to New York JFK, which arrives at 16:32. A rapid terminal change and race around JFK should make the onward connection with Norse to London possible, before finally collapsing on another overnight service back to London Gatwick with an arrival time of 06:20am.
\n
Result: In total a journey around the world using low-cost airlines takes closer to 110 hours; 34 hours longer than the legacy option (76 hours) with the main difference being longer connecting times and sleepovers in airport terminals on the LCC option. For this trip, the total fare was £1,800, £1,400 less than the legacy version.
\n
While it may be very possible to travel around the world within one week with either a legacy or low-cost airline, let’s not forget that the point of travel is to experience new sights and sounds. So unless comparing seat 32A on various airlines is of interest perhaps a more leisurely ‘race’ would make sense for most people!
\n
\n
","postEmailContent":"
As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
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As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
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As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
\n\n
The rules are simple:
\n
\n
No backhauls permitted
\n
Unless there are no other options, a change of airline for each sector has to be made
\n
\n
To make it even more interesting, we’re going to take two trips; one flying only low-cost and one with legacy airlines. Which will take us around the world in the shortest time? What will the difference in total airfares be? With the rules in place, we set off on our challenge to find out!
\n
\n
Race Across The World: Legacy Airline Routing
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Starting the journey in London Gatwick and travelling in an easterly direction, we initially headed off towards Jeddah, arriving late at night before waiting a few hours to connect to Dubai where a civilised arrival time of 07:55 provided an opportunity for a stretch of the legs and breakfast before switching terminals to continue onwards to Asia, specifically to Delhi.
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A lunchtime departure with Air India results in an early evening arrival in Delhi and then a five-hour connection before joining the Thai International overnight service to Bangkok which arrives at 05:05. This just allows enough time for some food and a freshen up before connecting onto the next flight heading to Tokyo Narita. The planned Japan Air Lines service provides a welcome daylight flight with another civilised arrival in Tokyo at 16:15 and a four-hour connection onto the All Nippon Airways service to Honolulu at 20:10. Travelling to Honolulu is an important part of the routing, as we crucially cross the international date line, travelling back in time.
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Arriving in Honolulu before we left Tokyo at 08:10 may feel a bit odd, but gaining twenty-four hours in the race makes all the difference, especially when a quick three hour connection puts us on a United Airlines service to Los Angeles where we can have a quick dinner at 19:46. A change of terminals in Los Angeles and a short connection may make dinner a “grab and go” experience as the American Airlines trans-continental service departs at 21:21. On a classic red-eye we arrive in JFK at 05:55 which connects perfectly with the British Airways 07:50 daylight service to London Heathrow scheduled to arrive at 19:45 but regularly early for anyone wanting to catch a late show in London after that trip!
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Result: We calculated air fares for this round trip to be around £3,200. This is based on last minute airfares, and of course airfares vary so this is just a rough benchmark to compare with our low-cost journey. Departing mid-afternoon on Tuesday and back in London by Friday evening seems an efficient routing at around 76 hours, but can a low-cost route beat that?
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Race Across The World: Low-Cost Carrier Routing
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The low-cost round the world routing follows the same journey and airports as the legacy schedule, with the exception of the final destination changing from London Heathrow to London Gatwick on the low-cost route. The low-cost journey starts with a late afternoon departure from London Gatwick to Jeddah on the new daily Wizzair service. After an overnight stay in the airport, a FlyNAS service connects to Dubai where another lengthy layover is required before catching the first of two Indigo services which arrives at 03:10 in the morning. At this point it’s clear that the frequency of low-cost airline services is not as high as their legacy competitors as another seven hour wait in Delhi provides plenty of time to catch up on some food and rest before continuing with IndiGo to Bangkok, arriving in Thailand at 15:55.
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The calmness of Bangkok Airport provides an opportunity for another lengthy connection before leaving for Tokyo Narita with ZipAir, an overnight service arriving at 07:30 followed by a near twelve-hour layover before connecting onwards to Honolulu with the same airline - so there is no need to worry about running for your next flight. Again, arriving before you’ve left may seem odd but the 07:45 arrival in Honolulu means another connection of over six hours before jumping on a Southwest Airlines service to Los Angeles.
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While the Southwest service may offer the benefits of a daylight flight, it also results in an arrival at 23:25 in Los Angeles and another over-night stop before connecting to JetBlue and their service to New York JFK, which arrives at 16:32. A rapid terminal change and race around JFK should make the onward connection with Norse to London possible, before finally collapsing on another overnight service back to London Gatwick with an arrival time of 06:20am.
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Result: In total a journey around the world using low-cost airlines takes closer to 110 hours; 34 hours longer than the legacy option (76 hours) with the main difference being longer connecting times and sleepovers in airport terminals on the LCC option. For this trip, the total fare was £1,800, £1,400 less than the legacy version.
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While it may be very possible to travel around the world within one week with either a legacy or low-cost airline, let’s not forget that the point of travel is to experience new sights and sounds. So unless comparing seat 32A on various airlines is of interest perhaps a more leisurely ‘race’ would make sense for most people!
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As the BBC’s popular Race Across The World reaches its final stage this week with the contestants heading to the tip of India, we have taken up a similar challenge - a race across the world in the shortest possible time.
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This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
\n\n
\n
In this summary, we present nine of the industry’s most persistent operational challenges, aligned by their place in the operational journey, from pre-flight to post-flight. For each, we highlight a real-world AI solution that is already delivering impact:
\n
1. Labor Shortages Across Critical Aviation Roles
\n
\n
The problem: Aviation demand is rising, but the skilled workforce is not keeping pace. The U.S. alone faces shortfalls of 17,000 pilots, 12,800 mechanics, and 3,000 air traffic controllers. This structural talent gap is expected to worsen over the next decade.
\n
AI in action: Japan Airlines' JAL-AI Report app reduces post-flight reporting time from 60 to 20 minutes, freeing crew capacity and improving administrative efficiency even with limited staffing.
The problem: Last-minute crew shortages frequently delay flights. Traditional systems can’t adjust schedules dynamically.
\n
AI in action: Air India’s Copilot-enabled flight ops assistant empowers operations teams to reallocate crew quickly via natural language queries into performance and staffing data.
The problem: A short-haul turnaround window is only 60 minutes. A 15-minute delay eats up 25% of that time, risking further delays across the network.
\n
AI in action: Eindhoven Airport’s Deep Turnaround system, developed with Schiphol, uses AI and apron cameras to predict departure readiness and optimize crew coordination in real time.
\n
\n
4. Limited Visibility Into Real-Time Turnaround Progress
\n
\n
The problem: Ground teams often lack visibility into what’s happening at the gate, making it hard to prevent delays before they escalate.
\n
AI in action: Assaia’s ApronAI at Rome Fiumicino tracks turnaround events using video analytics, improving real-time readiness predictions and cutting delays by 6%.
The problem: Traditional maintenance often requires technicians to manually search through thousands of pages of documentation, slowing repairs and increasing aircraft downtime.
\n
AI in action: Textron Aviation’s “TAMI” assistant, built with Microsoft Azure OpenAI Service, enables technicians to access 60,000+ pages of maintenance data in seconds, cutting troubleshooting time from 20 minutes to just 2.
\n
\n
6. Maintenance Records Are Fragmented and Hard to Search
\n
\n
The problem: Compliance documents and repair histories are buried across legacy systems, slowing decision-making.
\n
AI in action: GE Aerospace’s generative AI platform unlocks instant access to maintenance and asset data, helping stakeholders quickly assess technical status and compliance risks.
\n
\n
7. Fragmented Systems Slowing Cross-Team Collaboration
\n
\n
The problem: Airports, airlines, and ATC often operate in disconnected silos, complicating operations and increasing error rates.
\n
AI in action: Frankfurt Airport’s FraportGPT brings AI assistance to employees across departments, improving data access, legal compliance, and operational planning.
\n
\n
8. Gate Assignment Inefficiencies Driving Excess Taxi Times
\n
\n
The problem: Poor gate coordination leads to longer taxi times, fuel waste, and missed passenger connections.
\n
AI in action: American Airlines’ AI-powered gate assignment tool at DFW saves 10 hours of taxi time daily and cuts fuel use by 870,000 gallons per year.
\n
\n
9. Weather Disruptions Catching Airlines Off Guard
\n
\n
The problem: Sudden storms and weather shifts still catch many operators off guard, despite modern radar and meteorological tools.
\n
AI in action: Tomorrow.io’s AI-enhanced forecasts help airlines like United and JetBlue predict severe weather conditions with high granularity, enabling proactive flight planning and rerouting.
\n
\n
Closing Thought
\n
AI is already solving real problems in airline operations today, from reducing delays and turnaround bottlenecks to forecasting maintenance and enhancing decision-making across stakeholders. But none of this works without a strong data foundation.
\n
That’s why this report emphasizes not just the power of AI, but the critical role of trusted, high-quality data in scaling these solutions. Together, AI and data are redefining what operational resilience looks like in aviation.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
\n\n
\n
In this summary, we present nine of the industry’s most persistent operational challenges, aligned by their place in the operational journey, from pre-flight to post-flight. For each, we highlight a real-world AI solution that is already delivering impact:
\n
1. Labor Shortages Across Critical Aviation Roles
\n
\n
The problem: Aviation demand is rising, but the skilled workforce is not keeping pace. The U.S. alone faces shortfalls of 17,000 pilots, 12,800 mechanics, and 3,000 air traffic controllers. This structural talent gap is expected to worsen over the next decade.
\n
AI in action: Japan Airlines' JAL-AI Report app reduces post-flight reporting time from 60 to 20 minutes, freeing crew capacity and improving administrative efficiency even with limited staffing.
The problem: Last-minute crew shortages frequently delay flights. Traditional systems can’t adjust schedules dynamically.
\n
AI in action: Air India’s Copilot-enabled flight ops assistant empowers operations teams to reallocate crew quickly via natural language queries into performance and staffing data.
The problem: A short-haul turnaround window is only 60 minutes. A 15-minute delay eats up 25% of that time, risking further delays across the network.
\n
AI in action: Eindhoven Airport’s Deep Turnaround system, developed with Schiphol, uses AI and apron cameras to predict departure readiness and optimize crew coordination in real time.
\n
\n
4. Limited Visibility Into Real-Time Turnaround Progress
\n
\n
The problem: Ground teams often lack visibility into what’s happening at the gate, making it hard to prevent delays before they escalate.
\n
AI in action: Assaia’s ApronAI at Rome Fiumicino tracks turnaround events using video analytics, improving real-time readiness predictions and cutting delays by 6%.
The problem: Traditional maintenance often requires technicians to manually search through thousands of pages of documentation, slowing repairs and increasing aircraft downtime.
\n
AI in action: Textron Aviation’s “TAMI” assistant, built with Microsoft Azure OpenAI Service, enables technicians to access 60,000+ pages of maintenance data in seconds, cutting troubleshooting time from 20 minutes to just 2.
\n
\n
6. Maintenance Records Are Fragmented and Hard to Search
\n
\n
The problem: Compliance documents and repair histories are buried across legacy systems, slowing decision-making.
\n
AI in action: GE Aerospace’s generative AI platform unlocks instant access to maintenance and asset data, helping stakeholders quickly assess technical status and compliance risks.
\n
\n
7. Fragmented Systems Slowing Cross-Team Collaboration
\n
\n
The problem: Airports, airlines, and ATC often operate in disconnected silos, complicating operations and increasing error rates.
\n
AI in action: Frankfurt Airport’s FraportGPT brings AI assistance to employees across departments, improving data access, legal compliance, and operational planning.
\n
\n
8. Gate Assignment Inefficiencies Driving Excess Taxi Times
\n
\n
The problem: Poor gate coordination leads to longer taxi times, fuel waste, and missed passenger connections.
\n
AI in action: American Airlines’ AI-powered gate assignment tool at DFW saves 10 hours of taxi time daily and cuts fuel use by 870,000 gallons per year.
\n
\n
9. Weather Disruptions Catching Airlines Off Guard
\n
\n
The problem: Sudden storms and weather shifts still catch many operators off guard, despite modern radar and meteorological tools.
\n
AI in action: Tomorrow.io’s AI-enhanced forecasts help airlines like United and JetBlue predict severe weather conditions with high granularity, enabling proactive flight planning and rerouting.
\n
\n
Closing Thought
\n
AI is already solving real problems in airline operations today, from reducing delays and turnaround bottlenecks to forecasting maintenance and enhancing decision-making across stakeholders. But none of this works without a strong data foundation.
\n
That’s why this report emphasizes not just the power of AI, but the critical role of trusted, high-quality data in scaling these solutions. Together, AI and data are redefining what operational resilience looks like in aviation.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
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This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
\n\n
\n
In this summary, we present nine of the industry’s most persistent operational challenges, aligned by their place in the operational journey, from pre-flight to post-flight. For each, we highlight a real-world AI solution that is already delivering impact:
\n
1. Labor Shortages Across Critical Aviation Roles
\n
\n
The problem: Aviation demand is rising, but the skilled workforce is not keeping pace. The U.S. alone faces shortfalls of 17,000 pilots, 12,800 mechanics, and 3,000 air traffic controllers. This structural talent gap is expected to worsen over the next decade.
\n
AI in action: Japan Airlines' JAL-AI Report app reduces post-flight reporting time from 60 to 20 minutes, freeing crew capacity and improving administrative efficiency even with limited staffing.
The problem: Last-minute crew shortages frequently delay flights. Traditional systems can’t adjust schedules dynamically.
\n
AI in action: Air India’s Copilot-enabled flight ops assistant empowers operations teams to reallocate crew quickly via natural language queries into performance and staffing data.
The problem: A short-haul turnaround window is only 60 minutes. A 15-minute delay eats up 25% of that time, risking further delays across the network.
\n
AI in action: Eindhoven Airport’s Deep Turnaround system, developed with Schiphol, uses AI and apron cameras to predict departure readiness and optimize crew coordination in real time.
\n
\n
4. Limited Visibility Into Real-Time Turnaround Progress
\n
\n
The problem: Ground teams often lack visibility into what’s happening at the gate, making it hard to prevent delays before they escalate.
\n
AI in action: Assaia’s ApronAI at Rome Fiumicino tracks turnaround events using video analytics, improving real-time readiness predictions and cutting delays by 6%.
The problem: Traditional maintenance often requires technicians to manually search through thousands of pages of documentation, slowing repairs and increasing aircraft downtime.
\n
AI in action: Textron Aviation’s “TAMI” assistant, built with Microsoft Azure OpenAI Service, enables technicians to access 60,000+ pages of maintenance data in seconds, cutting troubleshooting time from 20 minutes to just 2.
\n
\n
6. Maintenance Records Are Fragmented and Hard to Search
\n
\n
The problem: Compliance documents and repair histories are buried across legacy systems, slowing decision-making.
\n
AI in action: GE Aerospace’s generative AI platform unlocks instant access to maintenance and asset data, helping stakeholders quickly assess technical status and compliance risks.
\n
\n
7. Fragmented Systems Slowing Cross-Team Collaboration
\n
\n
The problem: Airports, airlines, and ATC often operate in disconnected silos, complicating operations and increasing error rates.
\n
AI in action: Frankfurt Airport’s FraportGPT brings AI assistance to employees across departments, improving data access, legal compliance, and operational planning.
\n
\n
8. Gate Assignment Inefficiencies Driving Excess Taxi Times
\n
\n
The problem: Poor gate coordination leads to longer taxi times, fuel waste, and missed passenger connections.
\n
AI in action: American Airlines’ AI-powered gate assignment tool at DFW saves 10 hours of taxi time daily and cuts fuel use by 870,000 gallons per year.
\n
\n
9. Weather Disruptions Catching Airlines Off Guard
\n
\n
The problem: Sudden storms and weather shifts still catch many operators off guard, despite modern radar and meteorological tools.
\n
AI in action: Tomorrow.io’s AI-enhanced forecasts help airlines like United and JetBlue predict severe weather conditions with high granularity, enabling proactive flight planning and rerouting.
\n
\n
Closing Thought
\n
AI is already solving real problems in airline operations today, from reducing delays and turnaround bottlenecks to forecasting maintenance and enhancing decision-making across stakeholders. But none of this works without a strong data foundation.
\n
That’s why this report emphasizes not just the power of AI, but the critical role of trusted, high-quality data in scaling these solutions. Together, AI and data are redefining what operational resilience looks like in aviation.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
\n\n
\n
In this summary, we present nine of the industry’s most persistent operational challenges, aligned by their place in the operational journey, from pre-flight to post-flight. For each, we highlight a real-world AI solution that is already delivering impact:
\n
1. Labor Shortages Across Critical Aviation Roles
\n
\n
The problem: Aviation demand is rising, but the skilled workforce is not keeping pace. The U.S. alone faces shortfalls of 17,000 pilots, 12,800 mechanics, and 3,000 air traffic controllers. This structural talent gap is expected to worsen over the next decade.
\n
AI in action: Japan Airlines' JAL-AI Report app reduces post-flight reporting time from 60 to 20 minutes, freeing crew capacity and improving administrative efficiency even with limited staffing.
The problem: Last-minute crew shortages frequently delay flights. Traditional systems can’t adjust schedules dynamically.
\n
AI in action: Air India’s Copilot-enabled flight ops assistant empowers operations teams to reallocate crew quickly via natural language queries into performance and staffing data.
The problem: A short-haul turnaround window is only 60 minutes. A 15-minute delay eats up 25% of that time, risking further delays across the network.
\n
AI in action: Eindhoven Airport’s Deep Turnaround system, developed with Schiphol, uses AI and apron cameras to predict departure readiness and optimize crew coordination in real time.
\n
\n
4. Limited Visibility Into Real-Time Turnaround Progress
\n
\n
The problem: Ground teams often lack visibility into what’s happening at the gate, making it hard to prevent delays before they escalate.
\n
AI in action: Assaia’s ApronAI at Rome Fiumicino tracks turnaround events using video analytics, improving real-time readiness predictions and cutting delays by 6%.
The problem: Traditional maintenance often requires technicians to manually search through thousands of pages of documentation, slowing repairs and increasing aircraft downtime.
\n
AI in action: Textron Aviation’s “TAMI” assistant, built with Microsoft Azure OpenAI Service, enables technicians to access 60,000+ pages of maintenance data in seconds, cutting troubleshooting time from 20 minutes to just 2.
\n
\n
6. Maintenance Records Are Fragmented and Hard to Search
\n
\n
The problem: Compliance documents and repair histories are buried across legacy systems, slowing decision-making.
\n
AI in action: GE Aerospace’s generative AI platform unlocks instant access to maintenance and asset data, helping stakeholders quickly assess technical status and compliance risks.
\n
\n
7. Fragmented Systems Slowing Cross-Team Collaboration
\n
\n
The problem: Airports, airlines, and ATC often operate in disconnected silos, complicating operations and increasing error rates.
\n
AI in action: Frankfurt Airport’s FraportGPT brings AI assistance to employees across departments, improving data access, legal compliance, and operational planning.
\n
\n
8. Gate Assignment Inefficiencies Driving Excess Taxi Times
\n
\n
The problem: Poor gate coordination leads to longer taxi times, fuel waste, and missed passenger connections.
\n
AI in action: American Airlines’ AI-powered gate assignment tool at DFW saves 10 hours of taxi time daily and cuts fuel use by 870,000 gallons per year.
\n
\n
9. Weather Disruptions Catching Airlines Off Guard
\n
\n
The problem: Sudden storms and weather shifts still catch many operators off guard, despite modern radar and meteorological tools.
\n
AI in action: Tomorrow.io’s AI-enhanced forecasts help airlines like United and JetBlue predict severe weather conditions with high granularity, enabling proactive flight planning and rerouting.
\n
\n
Closing Thought
\n
AI is already solving real problems in airline operations today, from reducing delays and turnaround bottlenecks to forecasting maintenance and enhancing decision-making across stakeholders. But none of this works without a strong data foundation.
\n
That’s why this report emphasizes not just the power of AI, but the critical role of trusted, high-quality data in scaling these solutions. Together, AI and data are redefining what operational resilience looks like in aviation.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
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This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
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This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
\n\n
\n
In this summary, we present nine of the industry’s most persistent operational challenges, aligned by their place in the operational journey, from pre-flight to post-flight. For each, we highlight a real-world AI solution that is already delivering impact:
\n
1. Labor Shortages Across Critical Aviation Roles
\n
\n
The problem: Aviation demand is rising, but the skilled workforce is not keeping pace. The U.S. alone faces shortfalls of 17,000 pilots, 12,800 mechanics, and 3,000 air traffic controllers. This structural talent gap is expected to worsen over the next decade.
\n
AI in action: Japan Airlines' JAL-AI Report app reduces post-flight reporting time from 60 to 20 minutes, freeing crew capacity and improving administrative efficiency even with limited staffing.
The problem: Last-minute crew shortages frequently delay flights. Traditional systems can’t adjust schedules dynamically.
\n
AI in action: Air India’s Copilot-enabled flight ops assistant empowers operations teams to reallocate crew quickly via natural language queries into performance and staffing data.
The problem: A short-haul turnaround window is only 60 minutes. A 15-minute delay eats up 25% of that time, risking further delays across the network.
\n
AI in action: Eindhoven Airport’s Deep Turnaround system, developed with Schiphol, uses AI and apron cameras to predict departure readiness and optimize crew coordination in real time.
\n
\n
4. Limited Visibility Into Real-Time Turnaround Progress
\n
\n
The problem: Ground teams often lack visibility into what’s happening at the gate, making it hard to prevent delays before they escalate.
\n
AI in action: Assaia’s ApronAI at Rome Fiumicino tracks turnaround events using video analytics, improving real-time readiness predictions and cutting delays by 6%.
The problem: Traditional maintenance often requires technicians to manually search through thousands of pages of documentation, slowing repairs and increasing aircraft downtime.
\n
AI in action: Textron Aviation’s “TAMI” assistant, built with Microsoft Azure OpenAI Service, enables technicians to access 60,000+ pages of maintenance data in seconds, cutting troubleshooting time from 20 minutes to just 2.
\n
\n
6. Maintenance Records Are Fragmented and Hard to Search
\n
\n
The problem: Compliance documents and repair histories are buried across legacy systems, slowing decision-making.
\n
AI in action: GE Aerospace’s generative AI platform unlocks instant access to maintenance and asset data, helping stakeholders quickly assess technical status and compliance risks.
\n
\n
7. Fragmented Systems Slowing Cross-Team Collaboration
\n
\n
The problem: Airports, airlines, and ATC often operate in disconnected silos, complicating operations and increasing error rates.
\n
AI in action: Frankfurt Airport’s FraportGPT brings AI assistance to employees across departments, improving data access, legal compliance, and operational planning.
\n
\n
8. Gate Assignment Inefficiencies Driving Excess Taxi Times
\n
\n
The problem: Poor gate coordination leads to longer taxi times, fuel waste, and missed passenger connections.
\n
AI in action: American Airlines’ AI-powered gate assignment tool at DFW saves 10 hours of taxi time daily and cuts fuel use by 870,000 gallons per year.
\n
\n
9. Weather Disruptions Catching Airlines Off Guard
\n
\n
The problem: Sudden storms and weather shifts still catch many operators off guard, despite modern radar and meteorological tools.
\n
AI in action: Tomorrow.io’s AI-enhanced forecasts help airlines like United and JetBlue predict severe weather conditions with high granularity, enabling proactive flight planning and rerouting.
\n
\n
Closing Thought
\n
AI is already solving real problems in airline operations today, from reducing delays and turnaround bottlenecks to forecasting maintenance and enhancing decision-making across stakeholders. But none of this works without a strong data foundation.
\n
That’s why this report emphasizes not just the power of AI, but the critical role of trusted, high-quality data in scaling these solutions. Together, AI and data are redefining what operational resilience looks like in aviation.
This executive summary distills the key findings from our full report, “Can AI and the Right Data Rewrite the Rules of Airline Performance?,” created by OAG in cooperation with Microsoft. While aviation’s operational complexity continues to grow, driven primarily by surging passenger demand, AI is beginning to prove its value, not as a futuristic concept, but as a tangible force for solving real-world problems today.
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\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
","post_summary":"
\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
","rss_summary":"
\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
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\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
","postBodyRss":"
\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
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The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
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Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
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Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
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Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
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The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
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Southeast Asian Airlines Dominate Capacity
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Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
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In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
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Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
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\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
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Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
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\n
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Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
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Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
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Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
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Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
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Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
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Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
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Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
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The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
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Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
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Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
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In 2024:
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The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
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Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
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Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
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However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
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Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
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\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
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How will future orders shape global fleets going forward?
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Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
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\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
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\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
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For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
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\n
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It's a narrowbody world
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Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
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Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
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How will today's orders shape tomorrow's fleets?
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Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
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Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
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For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
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Infrastructure bottlenecks
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Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","head_html":null,"post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","topic_ids":[67554932020],"html_title":"Summer Perspectives: Is US Growth Slowing Down or Speeding Up? | Webinars | OAG","rss_summary":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","campaign_utm":null,"post_summary":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postBodyRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postEmailContent":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","postBodyRss":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","postBodyRss":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n","postSummaryRss":"
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postBodyRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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