Despite the robust recovery and growth prospects, the ASPAC aviation market faces significant challenges in achieving sustainable profitability. Operating margins for many carriers remain thin, with profitability per passenger lagging behind the global average. The International Air Transport Association (IATA) highlights that profitability per passenger in Asia is less than a third of the global average, raising concerns about the long-term financial viability of airlines in the region.
\n
The pressure to maintain low fares, coupled with fluctuating supply and demand dynamics, further complicates the profitability landscape. Airlines must navigate these challenges by optimizing operational efficiencies, managing costs, and aligning capacity with demand. The path to sustainable profitability requires strategic focus on revenue management, cost control, and innovative service delivery.
\n
\n
Opportunities for Future Growth and Innovation
\n
Looking ahead, the ASPAC aviation market offers abundant opportunities for growth and innovation. The region's economic dynamism, coupled with its growing middle class, presents a fertile ground for expanding air travel demand. Airlines can capitalize on this by enhancing network connectivity, investing in advanced technologies, and adopting sustainable practices.
\n
Innovation in service delivery, digital transformation, and customer experience will be pivotal in capturing new market segments and retaining customer loyalty. Additionally, the focus on sustainability, including the adoption of Sustainable Aviation Fuel (SAF), will be crucial in meeting regulatory requirements and enhancing the industry's environmental credentials.
\n
The Asia Pacific aviation market is poised for a transformative journey, marked by recovery, competition and strategic opportunities. Airlines and airports must navigate this complex landscape with agility, foresight and a commitment to sustainable growth.
\n
You’ve just read a snapshot of our latest white paper focused on Asia Pacific's aviation market.
\n
\n
","rss_summary":"
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.
","rss_body":"
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.This recovery indicates a resurgence in travel demand, driven by both domestic and international markets. However, the recovery trajectory is not without its challenges as international capacity has yet to match the pre-pandemic figures - remaining nearly 10% below 2019 levels.
With some of the world's largest domestic markets, Asia's aviation industry benefits from a strong intra-regional travel network. The Chinese domestic market, in particular, stands out boasting over 835 million seats in 2024, this makes it the second-largest domestic market in the world after the United States. The market's size is largely attributed to China's vast geography, which necessitates air travel despite the rise of high-speed rail alternatives.
\n
Other significant domestic markets such as India, Japan and Indonesia provide unique growth opportunities. India leads with a rapid growth trajectory, driven by the dominance of low-cost carriers like IndiGo. Meanwhile, Japan's mature market faces challenges due to demographic shifts, and Indonesia's potential remains untapped due to operational constraints. The domestic market dynamics present both challenges and opportunities for airlines aiming to maximise profitability and network reach.
\n
International Capacity Dynamics and Connectivity
\n
International airline capacity in ASPAC is integral to its aviation ecosystem, facilitating connections within the region and beyond. In 2024, the region reached 594.8 million international seats, maintaining its status as the second-largest international market globally. However, this figure reflects a 9.5% decline from 2019, underscoring the lingering effects of the pandemic on international travel.
\n
ASPAC’s international connectivity is characterized by some of the largest regional air flows globally, serving North and South East Asian travelers - these routes form critical links for business, leisure and familial travel. The strategic location of hubs like Singapore and Hong Kong enhances the region's connectivity, allowing airlines to optimize their international networks. As the market continues its recovery, enhancing international capacity and connectivity remains a strategic priority for stakeholders.
\n
\n
Airline Competition and Market Segmentation
\n
The ASPAC region is characterized by a high level of competition, driven by both legacy and low-cost carriers. The emergence of dual-brand strategies has allowed airlines to capture diverse market segments, balancing premium and cost-effective offerings to suit varying consumer demands.
\n
Market segmentation is evident in the diverse models adopted by airlines. From regional domestic segmentation to international joint ventures, airlines are leveraging strategic partnerships to bolster their market presence. This segmentation enables airlines to target specific consumer bases, optimize operational efficiencies, and enhance service offerings. As competition intensifies airlines must continually innovate to maintain a competitive edge in this thriving market.
Despite the robust recovery and growth prospects, the ASPAC aviation market faces significant challenges in achieving sustainable profitability. Operating margins for many carriers remain thin, with profitability per passenger lagging behind the global average. The International Air Transport Association (IATA) highlights that profitability per passenger in Asia is less than a third of the global average, raising concerns about the long-term financial viability of airlines in the region.
\n
The pressure to maintain low fares, coupled with fluctuating supply and demand dynamics, further complicates the profitability landscape. Airlines must navigate these challenges by optimizing operational efficiencies, managing costs, and aligning capacity with demand. The path to sustainable profitability requires strategic focus on revenue management, cost control, and innovative service delivery.
\n
\n
Opportunities for Future Growth and Innovation
\n
Looking ahead, the ASPAC aviation market offers abundant opportunities for growth and innovation. The region's economic dynamism, coupled with its growing middle class, presents a fertile ground for expanding air travel demand. Airlines can capitalize on this by enhancing network connectivity, investing in advanced technologies, and adopting sustainable practices.
\n
Innovation in service delivery, digital transformation, and customer experience will be pivotal in capturing new market segments and retaining customer loyalty. Additionally, the focus on sustainability, including the adoption of Sustainable Aviation Fuel (SAF), will be crucial in meeting regulatory requirements and enhancing the industry's environmental credentials.
\n
The Asia Pacific aviation market is poised for a transformative journey, marked by recovery, competition and strategic opportunities. Airlines and airports must navigate this complex landscape with agility, foresight and a commitment to sustainable growth.
\n
You’ve just read a snapshot of our latest white paper focused on Asia Pacific's aviation market.
\n
\n
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The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.This recovery indicates a resurgence in travel demand, driven by both domestic and international markets. However, the recovery trajectory is not without its challenges as international capacity has yet to match the pre-pandemic figures - remaining nearly 10% below 2019 levels.
With some of the world's largest domestic markets, Asia's aviation industry benefits from a strong intra-regional travel network. The Chinese domestic market, in particular, stands out boasting over 835 million seats in 2024, this makes it the second-largest domestic market in the world after the United States. The market's size is largely attributed to China's vast geography, which necessitates air travel despite the rise of high-speed rail alternatives.
\n
Other significant domestic markets such as India, Japan and Indonesia provide unique growth opportunities. India leads with a rapid growth trajectory, driven by the dominance of low-cost carriers like IndiGo. Meanwhile, Japan's mature market faces challenges due to demographic shifts, and Indonesia's potential remains untapped due to operational constraints. The domestic market dynamics present both challenges and opportunities for airlines aiming to maximise profitability and network reach.
\n
International Capacity Dynamics and Connectivity
\n
International airline capacity in ASPAC is integral to its aviation ecosystem, facilitating connections within the region and beyond. In 2024, the region reached 594.8 million international seats, maintaining its status as the second-largest international market globally. However, this figure reflects a 9.5% decline from 2019, underscoring the lingering effects of the pandemic on international travel.
\n
ASPAC’s international connectivity is characterized by some of the largest regional air flows globally, serving North and South East Asian travelers - these routes form critical links for business, leisure and familial travel. The strategic location of hubs like Singapore and Hong Kong enhances the region's connectivity, allowing airlines to optimize their international networks. As the market continues its recovery, enhancing international capacity and connectivity remains a strategic priority for stakeholders.
\n
\n
Airline Competition and Market Segmentation
\n
The ASPAC region is characterized by a high level of competition, driven by both legacy and low-cost carriers. The emergence of dual-brand strategies has allowed airlines to capture diverse market segments, balancing premium and cost-effective offerings to suit varying consumer demands.
\n
Market segmentation is evident in the diverse models adopted by airlines. From regional domestic segmentation to international joint ventures, airlines are leveraging strategic partnerships to bolster their market presence. This segmentation enables airlines to target specific consumer bases, optimize operational efficiencies, and enhance service offerings. As competition intensifies airlines must continually innovate to maintain a competitive edge in this thriving market.
Despite the robust recovery and growth prospects, the ASPAC aviation market faces significant challenges in achieving sustainable profitability. Operating margins for many carriers remain thin, with profitability per passenger lagging behind the global average. The International Air Transport Association (IATA) highlights that profitability per passenger in Asia is less than a third of the global average, raising concerns about the long-term financial viability of airlines in the region.
\n
The pressure to maintain low fares, coupled with fluctuating supply and demand dynamics, further complicates the profitability landscape. Airlines must navigate these challenges by optimizing operational efficiencies, managing costs, and aligning capacity with demand. The path to sustainable profitability requires strategic focus on revenue management, cost control, and innovative service delivery.
\n
\n
Opportunities for Future Growth and Innovation
\n
Looking ahead, the ASPAC aviation market offers abundant opportunities for growth and innovation. The region's economic dynamism, coupled with its growing middle class, presents a fertile ground for expanding air travel demand. Airlines can capitalize on this by enhancing network connectivity, investing in advanced technologies, and adopting sustainable practices.
\n
Innovation in service delivery, digital transformation, and customer experience will be pivotal in capturing new market segments and retaining customer loyalty. Additionally, the focus on sustainability, including the adoption of Sustainable Aviation Fuel (SAF), will be crucial in meeting regulatory requirements and enhancing the industry's environmental credentials.
\n
The Asia Pacific aviation market is poised for a transformative journey, marked by recovery, competition and strategic opportunities. Airlines and airports must navigate this complex landscape with agility, foresight and a commitment to sustainable growth.
\n
You’ve just read a snapshot of our latest white paper focused on Asia Pacific's aviation market.
\n
\n
","postBodyRss":"
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.This recovery indicates a resurgence in travel demand, driven by both domestic and international markets. However, the recovery trajectory is not without its challenges as international capacity has yet to match the pre-pandemic figures - remaining nearly 10% below 2019 levels.
With some of the world's largest domestic markets, Asia's aviation industry benefits from a strong intra-regional travel network. The Chinese domestic market, in particular, stands out boasting over 835 million seats in 2024, this makes it the second-largest domestic market in the world after the United States. The market's size is largely attributed to China's vast geography, which necessitates air travel despite the rise of high-speed rail alternatives.
\n
Other significant domestic markets such as India, Japan and Indonesia provide unique growth opportunities. India leads with a rapid growth trajectory, driven by the dominance of low-cost carriers like IndiGo. Meanwhile, Japan's mature market faces challenges due to demographic shifts, and Indonesia's potential remains untapped due to operational constraints. The domestic market dynamics present both challenges and opportunities for airlines aiming to maximise profitability and network reach.
\n
International Capacity Dynamics and Connectivity
\n
International airline capacity in ASPAC is integral to its aviation ecosystem, facilitating connections within the region and beyond. In 2024, the region reached 594.8 million international seats, maintaining its status as the second-largest international market globally. However, this figure reflects a 9.5% decline from 2019, underscoring the lingering effects of the pandemic on international travel.
\n
ASPAC’s international connectivity is characterized by some of the largest regional air flows globally, serving North and South East Asian travelers - these routes form critical links for business, leisure and familial travel. The strategic location of hubs like Singapore and Hong Kong enhances the region's connectivity, allowing airlines to optimize their international networks. As the market continues its recovery, enhancing international capacity and connectivity remains a strategic priority for stakeholders.
\n
\n
Airline Competition and Market Segmentation
\n
The ASPAC region is characterized by a high level of competition, driven by both legacy and low-cost carriers. The emergence of dual-brand strategies has allowed airlines to capture diverse market segments, balancing premium and cost-effective offerings to suit varying consumer demands.
\n
Market segmentation is evident in the diverse models adopted by airlines. From regional domestic segmentation to international joint ventures, airlines are leveraging strategic partnerships to bolster their market presence. This segmentation enables airlines to target specific consumer bases, optimize operational efficiencies, and enhance service offerings. As competition intensifies airlines must continually innovate to maintain a competitive edge in this thriving market.
Despite the robust recovery and growth prospects, the ASPAC aviation market faces significant challenges in achieving sustainable profitability. Operating margins for many carriers remain thin, with profitability per passenger lagging behind the global average. The International Air Transport Association (IATA) highlights that profitability per passenger in Asia is less than a third of the global average, raising concerns about the long-term financial viability of airlines in the region.
\n
The pressure to maintain low fares, coupled with fluctuating supply and demand dynamics, further complicates the profitability landscape. Airlines must navigate these challenges by optimizing operational efficiencies, managing costs, and aligning capacity with demand. The path to sustainable profitability requires strategic focus on revenue management, cost control, and innovative service delivery.
\n
\n
Opportunities for Future Growth and Innovation
\n
Looking ahead, the ASPAC aviation market offers abundant opportunities for growth and innovation. The region's economic dynamism, coupled with its growing middle class, presents a fertile ground for expanding air travel demand. Airlines can capitalize on this by enhancing network connectivity, investing in advanced technologies, and adopting sustainable practices.
\n
Innovation in service delivery, digital transformation, and customer experience will be pivotal in capturing new market segments and retaining customer loyalty. Additionally, the focus on sustainability, including the adoption of Sustainable Aviation Fuel (SAF), will be crucial in meeting regulatory requirements and enhancing the industry's environmental credentials.
\n
The Asia Pacific aviation market is poised for a transformative journey, marked by recovery, competition and strategic opportunities. Airlines and airports must navigate this complex landscape with agility, foresight and a commitment to sustainable growth.
\n
You’ve just read a snapshot of our latest white paper focused on Asia Pacific's aviation market.
\n
\n
","postEmailContent":"
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.
","postSummaryRss":"
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.
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The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.This recovery indicates a resurgence in travel demand, driven by both domestic and international markets. However, the recovery trajectory is not without its challenges as international capacity has yet to match the pre-pandemic figures - remaining nearly 10% below 2019 levels.
With some of the world's largest domestic markets, Asia's aviation industry benefits from a strong intra-regional travel network. The Chinese domestic market, in particular, stands out boasting over 835 million seats in 2024, this makes it the second-largest domestic market in the world after the United States. The market's size is largely attributed to China's vast geography, which necessitates air travel despite the rise of high-speed rail alternatives.
\n
Other significant domestic markets such as India, Japan and Indonesia provide unique growth opportunities. India leads with a rapid growth trajectory, driven by the dominance of low-cost carriers like IndiGo. Meanwhile, Japan's mature market faces challenges due to demographic shifts, and Indonesia's potential remains untapped due to operational constraints. The domestic market dynamics present both challenges and opportunities for airlines aiming to maximise profitability and network reach.
\n
International Capacity Dynamics and Connectivity
\n
International airline capacity in ASPAC is integral to its aviation ecosystem, facilitating connections within the region and beyond. In 2024, the region reached 594.8 million international seats, maintaining its status as the second-largest international market globally. However, this figure reflects a 9.5% decline from 2019, underscoring the lingering effects of the pandemic on international travel.
\n
ASPAC’s international connectivity is characterized by some of the largest regional air flows globally, serving North and South East Asian travelers - these routes form critical links for business, leisure and familial travel. The strategic location of hubs like Singapore and Hong Kong enhances the region's connectivity, allowing airlines to optimize their international networks. As the market continues its recovery, enhancing international capacity and connectivity remains a strategic priority for stakeholders.
\n
\n
Airline Competition and Market Segmentation
\n
The ASPAC region is characterized by a high level of competition, driven by both legacy and low-cost carriers. The emergence of dual-brand strategies has allowed airlines to capture diverse market segments, balancing premium and cost-effective offerings to suit varying consumer demands.
\n
Market segmentation is evident in the diverse models adopted by airlines. From regional domestic segmentation to international joint ventures, airlines are leveraging strategic partnerships to bolster their market presence. This segmentation enables airlines to target specific consumer bases, optimize operational efficiencies, and enhance service offerings. As competition intensifies airlines must continually innovate to maintain a competitive edge in this thriving market.
Despite the robust recovery and growth prospects, the ASPAC aviation market faces significant challenges in achieving sustainable profitability. Operating margins for many carriers remain thin, with profitability per passenger lagging behind the global average. The International Air Transport Association (IATA) highlights that profitability per passenger in Asia is less than a third of the global average, raising concerns about the long-term financial viability of airlines in the region.
\n
The pressure to maintain low fares, coupled with fluctuating supply and demand dynamics, further complicates the profitability landscape. Airlines must navigate these challenges by optimizing operational efficiencies, managing costs, and aligning capacity with demand. The path to sustainable profitability requires strategic focus on revenue management, cost control, and innovative service delivery.
\n
\n
Opportunities for Future Growth and Innovation
\n
Looking ahead, the ASPAC aviation market offers abundant opportunities for growth and innovation. The region's economic dynamism, coupled with its growing middle class, presents a fertile ground for expanding air travel demand. Airlines can capitalize on this by enhancing network connectivity, investing in advanced technologies, and adopting sustainable practices.
\n
Innovation in service delivery, digital transformation, and customer experience will be pivotal in capturing new market segments and retaining customer loyalty. Additionally, the focus on sustainability, including the adoption of Sustainable Aviation Fuel (SAF), will be crucial in meeting regulatory requirements and enhancing the industry's environmental credentials.
\n
The Asia Pacific aviation market is poised for a transformative journey, marked by recovery, competition and strategic opportunities. Airlines and airports must navigate this complex landscape with agility, foresight and a commitment to sustainable growth.
\n
You’ve just read a snapshot of our latest white paper focused on Asia Pacific's aviation market.
\n
\n
","rssSummary":"
The Asia Pacific (ASPAC) aviation market has been on a remarkable recovery trajectory following the disruption of the pandemic. By the close of 2024, the region had surpassed its pre-pandemic capacity levels, a testament to its resilience; while the global capacity trend saw a 2.4% increase from 2019 levels, ASPAC’s capacity crossed this threshold, albeit with a marginally lower growth rate of 0.5%.
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Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
","post_body":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
\n
Including:
\n
\n
The airlines that started the year with impressive On-Time Performance.
\n
The top airline tech innovations on our radar.
\n
A visual representation of capacity and airfare changes in the lead up to Super Bowl LIX.
\n
Count down the top 5 international airline routes of February 2025, based on capacity.
\n
At-a-glance info on airlines' regional capacity spread.
\n
The top 10 international region pairs for air travel in 2024.
\n
\n
Click through for our aviation infographics of the month for February 2025 below (take it full-size by clicking here), and click on any chart to read the full data analysis.
\n
\n
\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscibe to OAG's weekly digest below. 👇
\n
","rss_summary":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
","rss_body":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
\n
Including:
\n
\n
The airlines that started the year with impressive On-Time Performance.
\n
The top airline tech innovations on our radar.
\n
A visual representation of capacity and airfare changes in the lead up to Super Bowl LIX.
\n
Count down the top 5 international airline routes of February 2025, based on capacity.
\n
At-a-glance info on airlines' regional capacity spread.
\n
The top 10 international region pairs for air travel in 2024.
\n
\n
Click through for our aviation infographics of the month for February 2025 below (take it full-size by clicking here), and click on any chart to read the full data analysis.
\n
\n
\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscibe to OAG's weekly digest below. 👇
\n
","tag_ids":[103404385452],"topic_ids":[103404385452],"blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":0,"keywords":[],"head_html":null,"footer_html":null,"attached_stylesheets":[],"enable_domain_stylesheets":null,"include_default_custom_css":null,"meta_description":"Aviation news from early 2025 in the form of data charts, graphs and infographics. 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Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
\n
Including:
\n
\n
The airlines that started the year with impressive On-Time Performance.
\n
The top airline tech innovations on our radar.
\n
A visual representation of capacity and airfare changes in the lead up to Super Bowl LIX.
\n
Count down the top 5 international airline routes of February 2025, based on capacity.
\n
At-a-glance info on airlines' regional capacity spread.
\n
The top 10 international region pairs for air travel in 2024.
\n
\n
Click through for our aviation infographics of the month for February 2025 below (take it full-size by clicking here), and click on any chart to read the full data analysis.
\n
\n
\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscibe to OAG's weekly digest below. 👇
\n
","postBodyRss":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
\n
Including:
\n
\n
The airlines that started the year with impressive On-Time Performance.
\n
The top airline tech innovations on our radar.
\n
A visual representation of capacity and airfare changes in the lead up to Super Bowl LIX.
\n
Count down the top 5 international airline routes of February 2025, based on capacity.
\n
At-a-glance info on airlines' regional capacity spread.
\n
The top 10 international region pairs for air travel in 2024.
\n
\n
Click through for our aviation infographics of the month for February 2025 below (take it full-size by clicking here), and click on any chart to read the full data analysis.
\n
\n
\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscibe to OAG's weekly digest below. 👇
\n
","postEmailContent":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
","postSummaryRss":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"KRXRJwuZ","previousPostFeaturedImage":"https://www.oag.com/hubfs/aspac-aviation.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Is Asia Pacific the World's Most Competitive Aviation Market?","previousPostSlug":"blog/asia-pacific-aviation-market","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1740492902000,"publishDateLocalTime":1740492902000,"publishDateLocalized":{"date":1740492902000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1740492902299,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/aviation-news-infographics-feb-2025","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
\n
Including:
\n
\n
The airlines that started the year with impressive On-Time Performance.
\n
The top airline tech innovations on our radar.
\n
A visual representation of capacity and airfare changes in the lead up to Super Bowl LIX.
\n
Count down the top 5 international airline routes of February 2025, based on capacity.
\n
At-a-glance info on airlines' regional capacity spread.
\n
The top 10 international region pairs for air travel in 2024.
\n
\n
Click through for our aviation infographics of the month for February 2025 below (take it full-size by clicking here), and click on any chart to read the full data analysis.
\n
\n
\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscibe to OAG's weekly digest below. 👇
\n
","rssSummary":"
Prefer your airline and airport news bite-sized? Our aviation infographics of the month are for you. Discover the key statistics published by OAG in February 2025.
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
","post_body":"
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
\n
January has always been one of the more challenging months for on-time performance (OTP) as weather events around the Northern Hemisphere impact operational performance. Despite those challenges, four airlines delivered 90% plus OTP rates in January:
\n
\n
Safair reported a 94.2% performance level giving them a clear advantage over second-placed Star Flyer who finished the month with a 92.6% OTP rate and recorded no cancellations.
\n
In the large airline category (more than 20,000 flights a month) Hainan Airlines achieved the highest OTP rate in January with 86.4% of flights on time, slightly ahead of LATAM (83.6%) which operated nearly twice as many flights as Hainan. With such large operations, some cancellations inevitably occur in every airline. However, IndiGo recorded a near-perfect month with just one cancellation reported across their 69,012 flights tracked.
\n
Amongst the big airline category (between 10,000 to 20,000 scheduled flights a month) three European airlines recorded zero cancellations:
\n
\n
ITA Airways
\n
Iberia
\n
Pegasus Airlines
\n
\n
ITA Airways also ranked as the third most punctual airline in the category with an OTP rate of 88.7%. At the other end of the spectrum Frontier Airlines cancelled 347 flights, a 2.1% rate. Other airlines with a high number of cancellations included Swiss with 205 flights cancelled, Air New Zealand (212) and Westjet with 339.
\n
Proving that small (between 1,500 and 4,000 scheduled flights) can be beautiful, four of January's top ten OTP performers fall into the small airline category with three of the category's top five based in Japan. Star Flyer at 92.6% were top of the category followed by Fuji Dreams with Solaseed in fourth spot. Royal Jordanian with an OTP rate of 88.4% breaking up the Japanese dominance by taking third spot. However, being small can also (on occasion) lead to larger operational challenges as Intercaribbean Airways can confirm, January saw the airline cancel 219 flights, equivalent to an 11.6% cancellation rate.
\n
\n
\n
","rss_summary":"
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
","rss_body":"
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
\n
January has always been one of the more challenging months for on-time performance (OTP) as weather events around the Northern Hemisphere impact operational performance. Despite those challenges, four airlines delivered 90% plus OTP rates in January:
\n
\n
Safair reported a 94.2% performance level giving them a clear advantage over second-placed Star Flyer who finished the month with a 92.6% OTP rate and recorded no cancellations.
\n
In the large airline category (more than 20,000 flights a month) Hainan Airlines achieved the highest OTP rate in January with 86.4% of flights on time, slightly ahead of LATAM (83.6%) which operated nearly twice as many flights as Hainan. With such large operations, some cancellations inevitably occur in every airline. However, IndiGo recorded a near-perfect month with just one cancellation reported across their 69,012 flights tracked.
\n
Amongst the big airline category (between 10,000 to 20,000 scheduled flights a month) three European airlines recorded zero cancellations:
\n
\n
ITA Airways
\n
Iberia
\n
Pegasus Airlines
\n
\n
ITA Airways also ranked as the third most punctual airline in the category with an OTP rate of 88.7%. At the other end of the spectrum Frontier Airlines cancelled 347 flights, a 2.1% rate. Other airlines with a high number of cancellations included Swiss with 205 flights cancelled, Air New Zealand (212) and Westjet with 339.
\n
Proving that small (between 1,500 and 4,000 scheduled flights) can be beautiful, four of January's top ten OTP performers fall into the small airline category with three of the category's top five based in Japan. Star Flyer at 92.6% were top of the category followed by Fuji Dreams with Solaseed in fourth spot. Royal Jordanian with an OTP rate of 88.4% breaking up the Japanese dominance by taking third spot. However, being small can also (on occasion) lead to larger operational challenges as Intercaribbean Airways can confirm, January saw the airline cancel 219 flights, equivalent to an 11.6% cancellation rate.
\n
\n
\n
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Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
\n
January has always been one of the more challenging months for on-time performance (OTP) as weather events around the Northern Hemisphere impact operational performance. Despite those challenges, four airlines delivered 90% plus OTP rates in January:
\n
\n
Safair reported a 94.2% performance level giving them a clear advantage over second-placed Star Flyer who finished the month with a 92.6% OTP rate and recorded no cancellations.
\n
In the large airline category (more than 20,000 flights a month) Hainan Airlines achieved the highest OTP rate in January with 86.4% of flights on time, slightly ahead of LATAM (83.6%) which operated nearly twice as many flights as Hainan. With such large operations, some cancellations inevitably occur in every airline. However, IndiGo recorded a near-perfect month with just one cancellation reported across their 69,012 flights tracked.
\n
Amongst the big airline category (between 10,000 to 20,000 scheduled flights a month) three European airlines recorded zero cancellations:
\n
\n
ITA Airways
\n
Iberia
\n
Pegasus Airlines
\n
\n
ITA Airways also ranked as the third most punctual airline in the category with an OTP rate of 88.7%. At the other end of the spectrum Frontier Airlines cancelled 347 flights, a 2.1% rate. Other airlines with a high number of cancellations included Swiss with 205 flights cancelled, Air New Zealand (212) and Westjet with 339.
\n
Proving that small (between 1,500 and 4,000 scheduled flights) can be beautiful, four of January's top ten OTP performers fall into the small airline category with three of the category's top five based in Japan. Star Flyer at 92.6% were top of the category followed by Fuji Dreams with Solaseed in fourth spot. Royal Jordanian with an OTP rate of 88.4% breaking up the Japanese dominance by taking third spot. However, being small can also (on occasion) lead to larger operational challenges as Intercaribbean Airways can confirm, January saw the airline cancel 219 flights, equivalent to an 11.6% cancellation rate.
\n
\n
\n
","postBodyRss":"
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
\n
January has always been one of the more challenging months for on-time performance (OTP) as weather events around the Northern Hemisphere impact operational performance. Despite those challenges, four airlines delivered 90% plus OTP rates in January:
\n
\n
Safair reported a 94.2% performance level giving them a clear advantage over second-placed Star Flyer who finished the month with a 92.6% OTP rate and recorded no cancellations.
\n
In the large airline category (more than 20,000 flights a month) Hainan Airlines achieved the highest OTP rate in January with 86.4% of flights on time, slightly ahead of LATAM (83.6%) which operated nearly twice as many flights as Hainan. With such large operations, some cancellations inevitably occur in every airline. However, IndiGo recorded a near-perfect month with just one cancellation reported across their 69,012 flights tracked.
\n
Amongst the big airline category (between 10,000 to 20,000 scheduled flights a month) three European airlines recorded zero cancellations:
\n
\n
ITA Airways
\n
Iberia
\n
Pegasus Airlines
\n
\n
ITA Airways also ranked as the third most punctual airline in the category with an OTP rate of 88.7%. At the other end of the spectrum Frontier Airlines cancelled 347 flights, a 2.1% rate. Other airlines with a high number of cancellations included Swiss with 205 flights cancelled, Air New Zealand (212) and Westjet with 339.
\n
Proving that small (between 1,500 and 4,000 scheduled flights) can be beautiful, four of January's top ten OTP performers fall into the small airline category with three of the category's top five based in Japan. Star Flyer at 92.6% were top of the category followed by Fuji Dreams with Solaseed in fourth spot. Royal Jordanian with an OTP rate of 88.4% breaking up the Japanese dominance by taking third spot. However, being small can also (on occasion) lead to larger operational challenges as Intercaribbean Airways can confirm, January saw the airline cancel 219 flights, equivalent to an 11.6% cancellation rate.
\n
\n
\n
","postEmailContent":"
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
","postSummaryRss":"
Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
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Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
\n
January has always been one of the more challenging months for on-time performance (OTP) as weather events around the Northern Hemisphere impact operational performance. Despite those challenges, four airlines delivered 90% plus OTP rates in January:
\n
\n
Safair reported a 94.2% performance level giving them a clear advantage over second-placed Star Flyer who finished the month with a 92.6% OTP rate and recorded no cancellations.
\n
In the large airline category (more than 20,000 flights a month) Hainan Airlines achieved the highest OTP rate in January with 86.4% of flights on time, slightly ahead of LATAM (83.6%) which operated nearly twice as many flights as Hainan. With such large operations, some cancellations inevitably occur in every airline. However, IndiGo recorded a near-perfect month with just one cancellation reported across their 69,012 flights tracked.
\n
Amongst the big airline category (between 10,000 to 20,000 scheduled flights a month) three European airlines recorded zero cancellations:
\n
\n
ITA Airways
\n
Iberia
\n
Pegasus Airlines
\n
\n
ITA Airways also ranked as the third most punctual airline in the category with an OTP rate of 88.7%. At the other end of the spectrum Frontier Airlines cancelled 347 flights, a 2.1% rate. Other airlines with a high number of cancellations included Swiss with 205 flights cancelled, Air New Zealand (212) and Westjet with 339.
\n
Proving that small (between 1,500 and 4,000 scheduled flights) can be beautiful, four of January's top ten OTP performers fall into the small airline category with three of the category's top five based in Japan. Star Flyer at 92.6% were top of the category followed by Fuji Dreams with Solaseed in fourth spot. Royal Jordanian with an OTP rate of 88.4% breaking up the Japanese dominance by taking third spot. However, being small can also (on occasion) lead to larger operational challenges as Intercaribbean Airways can confirm, January saw the airline cancel 219 flights, equivalent to an 11.6% cancellation rate.
\n
\n
\n
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Achieving a high level of on-time performance (OTP) is a complex task and depends on many factors, not least the time of year. This is why annual OTP reviews often lack context and may not reflect the broader dynamics at play. A strong performance in one part of the year might be overshadowed by challenges in another, leading to an oversimplified assessment.
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It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
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It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
\n\n
So, seemingly it’s on - but what’s the prize, why the interest and what realistically makes most sense for the buyer and seller?
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TAP Air Portugal, A Niche Carrier
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In the European market, TAP is a relatively small airline, ranking 17th and operating 13.8 million seats in 2024. This places the carrier just behind Austrian Airlines but, interestingly, slightly ahead of Aer Lingus. Notably, TAP is the largest legacy airline in Europe that remains independent of a larger airline group—though that could soon change. While TAP accounts for only about 1.4% of total capacity from Western Europe, its network includes some unique niches that enhance its appeal beyond its size.
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TAP and Lisbon have always been regarded as the European hub to Brazil, and since Brazil is the largest market in Latin America with 134 million seats in 2024, it makes the country of interest to all the major European legacy airlines and their networks. For TAP, their largest regional network is of course to Western Europe to which they allocate around 82% of all their capacity.
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While that may seem a large proportion, British Airways have 79% of their total capacity invested in Western Europe and Lufthansa an even closer 81%. But what seems to be interesting most parties is the 7% share of capacity that is allocated to Lower South America where TAP actually have a strong position operating 18% of all European airline capacity to the region and one in four seats (26%) to Brazil.
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While Brazil has for many years been a market of ups and downs - indeed, two of the country’s largest airlines are currently seeking approval to merge - the size and potential of the market cannot be ignored. As a valuable source of both passenger and cargo for many of Europe’s legacy airlines, the potential to strengthen a position in that market is substantial.
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TAP’s Brazilian Network Strength
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Unlike nearly every other European airline operating to Lower South America, the TAP network is uniquely 100% focused on Brazil (as the network map below shows) - there are no “distractions” such as a Buenos Aires service and in a few cases extensions to Santiago. That focus is also a point of significant concentration, with the airline serving ten destinations in Brazil; six of those markets are not being served by any other airline to Europe, and four of those markets are served by A320NEOs - making for a very cost efficient and probably profitable operation.
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Undoubtedly geography also plays an important role in the TAP operation. Portugal, and specifically Lisbon, are the most westerly major airports in Europe, and Lisbon enjoys a similar position as London does on the transatlantic market where British Airways enjoy a very strong and profitable position funnelling traffic through their Heathrow hub.
\n
To the end of November 2024, TAP carried nearly 880,000 connecting passengers through their Lisbon hub from Brazil to Western Europe with London accounting for 57,700 and Paris 55,400. From Brazil Fortaleza there were 59,800 and Belo Horizonte 53,200, showcasing the impressive strength of these secondary city routes.
\n
Connecting traffic - although extremely switchable between alternate hubs - is important, and in the context of airline alliances has an important role to play. For members of the Star Alliance the possibility of picking up connecting traffic via Lisbon is valuable, and the alliance dimension will be part of the consideration for those airlines that are interested in TAP.
\n
\n
Will Airline Alliances Be A Factor?
\n
A Star Alliance member since early 2005, TAP is a strategically important member of the group, but certainly not a major influencer in terms of size and scale. With over one billion seats globally, Star Alliance is the largest of the three major groupings accounting for 17% of all capacity worldwide and around one third larger than second placed Skyteam. With 20.2 million seats per annum, TAP account for 2% of all capacity produced within Star and they are the 14th largest member just ahead of COPA Airlines but measured a relatively junior part of Star. And while losing any airline from an alliance is frustrating and inevitably leads to a lot of work behind the scenes in terms of membership status and operational systems, it does happen more frequently than many would expect.
\n
For TAP and their owners perhaps a key question is in which alliance, if any, would they secure a larger presence and increase their importance?
\n
Joining the Skyteam Alliance would currently rank TAP in twelfth place. However, if ITA makes the anticipated switch to the Star Alliance in 2025, TAP would climb to eleventh place, gaining a bit more prominence with 2.5% of Skyteam’s capacity. A move to the OneWorld Alliance would see TAP become the tenth largest airline member and gain a 2.8% share of the alliance capacity - a slightly more advantageous position compared to its standing in either Star or Skyteam. Ultimately, of course, much of the analysis being undertaken in all three alliance head office groups now will be around potential existing member revenue generation that could be added by TAP joining and that may in turn sway the thinking of each of the apparent interested parties.
\n
Strategic Influences Will Be Key
\n
For each interested airline one of the key factors will be the strategic value of TAP - how they see the complementarity of the airline, how they would see both the network synergies, and the risk of someone else acquiring the airline. Taking IAG for instance; TAP falling into the Lufthansa family may create challenges to their position across Spain and the Western Europe region, while for the Lufthansa Group acquiring TAP would give them a strong position in connecting traffic from the whole of Brazil to Europe through Lisbon. However, Lufthansa are currently trying to digest ITA into their family and as other European airlines have found out previously that is a very difficult, time consuming and expensive task; could they take on another acquisition this year; perhaps not.
\n
For the Skyteam Alliance it’s an intriguing opportunity. There has always been a large local market from Portugal to France, for instance, but neither Air France or KLM have expressed much interest in the opportunity, and while they may look out of curiosity it doesn’t sit with the conservative nature of the combined airline entity.
\n
All of this does perhaps make IAG the more likely suitor for TAP, although of course it will all come down to a combination of price, deal structure and importantly associated regulatory requirements. IAG walked away from their proposed Air Europa merger as the required remedies from the regulator were consider too high a price to pay, although in truth the performance of Air Europa after the initial announcement may have been a bigger consideration. Certainly, if IAG had acquired Air Europa then any TAP acquisition may have been too difficult a challenge in a relatively short period of time.
There will inevitably be some twists and turns on the planned privatisation of TAP and from experience we know that the favourite doesn’t always win, and that a surprise candidate sometimes appears from the oddest of places. But for now, IAG seem to be making the running, making the right noises around maintaining the brand personality and national nuances as well as an initial minority share that will build over time. Will that appease all parties, probably not all - but it’s going to please most I suspect!
\n
","rss_summary":"
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
\n","rss_body":"
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
\n\n
So, seemingly it’s on - but what’s the prize, why the interest and what realistically makes most sense for the buyer and seller?
\n
\n
TAP Air Portugal, A Niche Carrier
\n
In the European market, TAP is a relatively small airline, ranking 17th and operating 13.8 million seats in 2024. This places the carrier just behind Austrian Airlines but, interestingly, slightly ahead of Aer Lingus. Notably, TAP is the largest legacy airline in Europe that remains independent of a larger airline group—though that could soon change. While TAP accounts for only about 1.4% of total capacity from Western Europe, its network includes some unique niches that enhance its appeal beyond its size.
\n
\n
TAP and Lisbon have always been regarded as the European hub to Brazil, and since Brazil is the largest market in Latin America with 134 million seats in 2024, it makes the country of interest to all the major European legacy airlines and their networks. For TAP, their largest regional network is of course to Western Europe to which they allocate around 82% of all their capacity.
\n
While that may seem a large proportion, British Airways have 79% of their total capacity invested in Western Europe and Lufthansa an even closer 81%. But what seems to be interesting most parties is the 7% share of capacity that is allocated to Lower South America where TAP actually have a strong position operating 18% of all European airline capacity to the region and one in four seats (26%) to Brazil.
\n
\n
While Brazil has for many years been a market of ups and downs - indeed, two of the country’s largest airlines are currently seeking approval to merge - the size and potential of the market cannot be ignored. As a valuable source of both passenger and cargo for many of Europe’s legacy airlines, the potential to strengthen a position in that market is substantial.
\n
TAP’s Brazilian Network Strength
\n
Unlike nearly every other European airline operating to Lower South America, the TAP network is uniquely 100% focused on Brazil (as the network map below shows) - there are no “distractions” such as a Buenos Aires service and in a few cases extensions to Santiago. That focus is also a point of significant concentration, with the airline serving ten destinations in Brazil; six of those markets are not being served by any other airline to Europe, and four of those markets are served by A320NEOs - making for a very cost efficient and probably profitable operation.
\n
Undoubtedly geography also plays an important role in the TAP operation. Portugal, and specifically Lisbon, are the most westerly major airports in Europe, and Lisbon enjoys a similar position as London does on the transatlantic market where British Airways enjoy a very strong and profitable position funnelling traffic through their Heathrow hub.
\n
To the end of November 2024, TAP carried nearly 880,000 connecting passengers through their Lisbon hub from Brazil to Western Europe with London accounting for 57,700 and Paris 55,400. From Brazil Fortaleza there were 59,800 and Belo Horizonte 53,200, showcasing the impressive strength of these secondary city routes.
\n
Connecting traffic - although extremely switchable between alternate hubs - is important, and in the context of airline alliances has an important role to play. For members of the Star Alliance the possibility of picking up connecting traffic via Lisbon is valuable, and the alliance dimension will be part of the consideration for those airlines that are interested in TAP.
\n
\n
Will Airline Alliances Be A Factor?
\n
A Star Alliance member since early 2005, TAP is a strategically important member of the group, but certainly not a major influencer in terms of size and scale. With over one billion seats globally, Star Alliance is the largest of the three major groupings accounting for 17% of all capacity worldwide and around one third larger than second placed Skyteam. With 20.2 million seats per annum, TAP account for 2% of all capacity produced within Star and they are the 14th largest member just ahead of COPA Airlines but measured a relatively junior part of Star. And while losing any airline from an alliance is frustrating and inevitably leads to a lot of work behind the scenes in terms of membership status and operational systems, it does happen more frequently than many would expect.
\n
For TAP and their owners perhaps a key question is in which alliance, if any, would they secure a larger presence and increase their importance?
\n
Joining the Skyteam Alliance would currently rank TAP in twelfth place. However, if ITA makes the anticipated switch to the Star Alliance in 2025, TAP would climb to eleventh place, gaining a bit more prominence with 2.5% of Skyteam’s capacity. A move to the OneWorld Alliance would see TAP become the tenth largest airline member and gain a 2.8% share of the alliance capacity - a slightly more advantageous position compared to its standing in either Star or Skyteam. Ultimately, of course, much of the analysis being undertaken in all three alliance head office groups now will be around potential existing member revenue generation that could be added by TAP joining and that may in turn sway the thinking of each of the apparent interested parties.
\n
Strategic Influences Will Be Key
\n
For each interested airline one of the key factors will be the strategic value of TAP - how they see the complementarity of the airline, how they would see both the network synergies, and the risk of someone else acquiring the airline. Taking IAG for instance; TAP falling into the Lufthansa family may create challenges to their position across Spain and the Western Europe region, while for the Lufthansa Group acquiring TAP would give them a strong position in connecting traffic from the whole of Brazil to Europe through Lisbon. However, Lufthansa are currently trying to digest ITA into their family and as other European airlines have found out previously that is a very difficult, time consuming and expensive task; could they take on another acquisition this year; perhaps not.
\n
For the Skyteam Alliance it’s an intriguing opportunity. There has always been a large local market from Portugal to France, for instance, but neither Air France or KLM have expressed much interest in the opportunity, and while they may look out of curiosity it doesn’t sit with the conservative nature of the combined airline entity.
\n
All of this does perhaps make IAG the more likely suitor for TAP, although of course it will all come down to a combination of price, deal structure and importantly associated regulatory requirements. IAG walked away from their proposed Air Europa merger as the required remedies from the regulator were consider too high a price to pay, although in truth the performance of Air Europa after the initial announcement may have been a bigger consideration. Certainly, if IAG had acquired Air Europa then any TAP acquisition may have been too difficult a challenge in a relatively short period of time.
There will inevitably be some twists and turns on the planned privatisation of TAP and from experience we know that the favourite doesn’t always win, and that a surprise candidate sometimes appears from the oddest of places. But for now, IAG seem to be making the running, making the right noises around maintaining the brand personality and national nuances as well as an initial minority share that will build over time. Will that appease all parties, probably not all - but it’s going to please most I suspect!
\n
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It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
\n\n
So, seemingly it’s on - but what’s the prize, why the interest and what realistically makes most sense for the buyer and seller?
\n
\n
TAP Air Portugal, A Niche Carrier
\n
In the European market, TAP is a relatively small airline, ranking 17th and operating 13.8 million seats in 2024. This places the carrier just behind Austrian Airlines but, interestingly, slightly ahead of Aer Lingus. Notably, TAP is the largest legacy airline in Europe that remains independent of a larger airline group—though that could soon change. While TAP accounts for only about 1.4% of total capacity from Western Europe, its network includes some unique niches that enhance its appeal beyond its size.
\n
\n
TAP and Lisbon have always been regarded as the European hub to Brazil, and since Brazil is the largest market in Latin America with 134 million seats in 2024, it makes the country of interest to all the major European legacy airlines and their networks. For TAP, their largest regional network is of course to Western Europe to which they allocate around 82% of all their capacity.
\n
While that may seem a large proportion, British Airways have 79% of their total capacity invested in Western Europe and Lufthansa an even closer 81%. But what seems to be interesting most parties is the 7% share of capacity that is allocated to Lower South America where TAP actually have a strong position operating 18% of all European airline capacity to the region and one in four seats (26%) to Brazil.
\n
\n
While Brazil has for many years been a market of ups and downs - indeed, two of the country’s largest airlines are currently seeking approval to merge - the size and potential of the market cannot be ignored. As a valuable source of both passenger and cargo for many of Europe’s legacy airlines, the potential to strengthen a position in that market is substantial.
\n
TAP’s Brazilian Network Strength
\n
Unlike nearly every other European airline operating to Lower South America, the TAP network is uniquely 100% focused on Brazil (as the network map below shows) - there are no “distractions” such as a Buenos Aires service and in a few cases extensions to Santiago. That focus is also a point of significant concentration, with the airline serving ten destinations in Brazil; six of those markets are not being served by any other airline to Europe, and four of those markets are served by A320NEOs - making for a very cost efficient and probably profitable operation.
\n
Undoubtedly geography also plays an important role in the TAP operation. Portugal, and specifically Lisbon, are the most westerly major airports in Europe, and Lisbon enjoys a similar position as London does on the transatlantic market where British Airways enjoy a very strong and profitable position funnelling traffic through their Heathrow hub.
\n
To the end of November 2024, TAP carried nearly 880,000 connecting passengers through their Lisbon hub from Brazil to Western Europe with London accounting for 57,700 and Paris 55,400. From Brazil Fortaleza there were 59,800 and Belo Horizonte 53,200, showcasing the impressive strength of these secondary city routes.
\n
Connecting traffic - although extremely switchable between alternate hubs - is important, and in the context of airline alliances has an important role to play. For members of the Star Alliance the possibility of picking up connecting traffic via Lisbon is valuable, and the alliance dimension will be part of the consideration for those airlines that are interested in TAP.
\n
\n
Will Airline Alliances Be A Factor?
\n
A Star Alliance member since early 2005, TAP is a strategically important member of the group, but certainly not a major influencer in terms of size and scale. With over one billion seats globally, Star Alliance is the largest of the three major groupings accounting for 17% of all capacity worldwide and around one third larger than second placed Skyteam. With 20.2 million seats per annum, TAP account for 2% of all capacity produced within Star and they are the 14th largest member just ahead of COPA Airlines but measured a relatively junior part of Star. And while losing any airline from an alliance is frustrating and inevitably leads to a lot of work behind the scenes in terms of membership status and operational systems, it does happen more frequently than many would expect.
\n
For TAP and their owners perhaps a key question is in which alliance, if any, would they secure a larger presence and increase their importance?
\n
Joining the Skyteam Alliance would currently rank TAP in twelfth place. However, if ITA makes the anticipated switch to the Star Alliance in 2025, TAP would climb to eleventh place, gaining a bit more prominence with 2.5% of Skyteam’s capacity. A move to the OneWorld Alliance would see TAP become the tenth largest airline member and gain a 2.8% share of the alliance capacity - a slightly more advantageous position compared to its standing in either Star or Skyteam. Ultimately, of course, much of the analysis being undertaken in all three alliance head office groups now will be around potential existing member revenue generation that could be added by TAP joining and that may in turn sway the thinking of each of the apparent interested parties.
\n
Strategic Influences Will Be Key
\n
For each interested airline one of the key factors will be the strategic value of TAP - how they see the complementarity of the airline, how they would see both the network synergies, and the risk of someone else acquiring the airline. Taking IAG for instance; TAP falling into the Lufthansa family may create challenges to their position across Spain and the Western Europe region, while for the Lufthansa Group acquiring TAP would give them a strong position in connecting traffic from the whole of Brazil to Europe through Lisbon. However, Lufthansa are currently trying to digest ITA into their family and as other European airlines have found out previously that is a very difficult, time consuming and expensive task; could they take on another acquisition this year; perhaps not.
\n
For the Skyteam Alliance it’s an intriguing opportunity. There has always been a large local market from Portugal to France, for instance, but neither Air France or KLM have expressed much interest in the opportunity, and while they may look out of curiosity it doesn’t sit with the conservative nature of the combined airline entity.
\n
All of this does perhaps make IAG the more likely suitor for TAP, although of course it will all come down to a combination of price, deal structure and importantly associated regulatory requirements. IAG walked away from their proposed Air Europa merger as the required remedies from the regulator were consider too high a price to pay, although in truth the performance of Air Europa after the initial announcement may have been a bigger consideration. Certainly, if IAG had acquired Air Europa then any TAP acquisition may have been too difficult a challenge in a relatively short period of time.
There will inevitably be some twists and turns on the planned privatisation of TAP and from experience we know that the favourite doesn’t always win, and that a surprise candidate sometimes appears from the oddest of places. But for now, IAG seem to be making the running, making the right noises around maintaining the brand personality and national nuances as well as an initial minority share that will build over time. Will that appease all parties, probably not all - but it’s going to please most I suspect!
\n
","postBodyRss":"
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
\n\n
So, seemingly it’s on - but what’s the prize, why the interest and what realistically makes most sense for the buyer and seller?
\n
\n
TAP Air Portugal, A Niche Carrier
\n
In the European market, TAP is a relatively small airline, ranking 17th and operating 13.8 million seats in 2024. This places the carrier just behind Austrian Airlines but, interestingly, slightly ahead of Aer Lingus. Notably, TAP is the largest legacy airline in Europe that remains independent of a larger airline group—though that could soon change. While TAP accounts for only about 1.4% of total capacity from Western Europe, its network includes some unique niches that enhance its appeal beyond its size.
\n
\n
TAP and Lisbon have always been regarded as the European hub to Brazil, and since Brazil is the largest market in Latin America with 134 million seats in 2024, it makes the country of interest to all the major European legacy airlines and their networks. For TAP, their largest regional network is of course to Western Europe to which they allocate around 82% of all their capacity.
\n
While that may seem a large proportion, British Airways have 79% of their total capacity invested in Western Europe and Lufthansa an even closer 81%. But what seems to be interesting most parties is the 7% share of capacity that is allocated to Lower South America where TAP actually have a strong position operating 18% of all European airline capacity to the region and one in four seats (26%) to Brazil.
\n
\n
While Brazil has for many years been a market of ups and downs - indeed, two of the country’s largest airlines are currently seeking approval to merge - the size and potential of the market cannot be ignored. As a valuable source of both passenger and cargo for many of Europe’s legacy airlines, the potential to strengthen a position in that market is substantial.
\n
TAP’s Brazilian Network Strength
\n
Unlike nearly every other European airline operating to Lower South America, the TAP network is uniquely 100% focused on Brazil (as the network map below shows) - there are no “distractions” such as a Buenos Aires service and in a few cases extensions to Santiago. That focus is also a point of significant concentration, with the airline serving ten destinations in Brazil; six of those markets are not being served by any other airline to Europe, and four of those markets are served by A320NEOs - making for a very cost efficient and probably profitable operation.
\n
Undoubtedly geography also plays an important role in the TAP operation. Portugal, and specifically Lisbon, are the most westerly major airports in Europe, and Lisbon enjoys a similar position as London does on the transatlantic market where British Airways enjoy a very strong and profitable position funnelling traffic through their Heathrow hub.
\n
To the end of November 2024, TAP carried nearly 880,000 connecting passengers through their Lisbon hub from Brazil to Western Europe with London accounting for 57,700 and Paris 55,400. From Brazil Fortaleza there were 59,800 and Belo Horizonte 53,200, showcasing the impressive strength of these secondary city routes.
\n
Connecting traffic - although extremely switchable between alternate hubs - is important, and in the context of airline alliances has an important role to play. For members of the Star Alliance the possibility of picking up connecting traffic via Lisbon is valuable, and the alliance dimension will be part of the consideration for those airlines that are interested in TAP.
\n
\n
Will Airline Alliances Be A Factor?
\n
A Star Alliance member since early 2005, TAP is a strategically important member of the group, but certainly not a major influencer in terms of size and scale. With over one billion seats globally, Star Alliance is the largest of the three major groupings accounting for 17% of all capacity worldwide and around one third larger than second placed Skyteam. With 20.2 million seats per annum, TAP account for 2% of all capacity produced within Star and they are the 14th largest member just ahead of COPA Airlines but measured a relatively junior part of Star. And while losing any airline from an alliance is frustrating and inevitably leads to a lot of work behind the scenes in terms of membership status and operational systems, it does happen more frequently than many would expect.
\n
For TAP and their owners perhaps a key question is in which alliance, if any, would they secure a larger presence and increase their importance?
\n
Joining the Skyteam Alliance would currently rank TAP in twelfth place. However, if ITA makes the anticipated switch to the Star Alliance in 2025, TAP would climb to eleventh place, gaining a bit more prominence with 2.5% of Skyteam’s capacity. A move to the OneWorld Alliance would see TAP become the tenth largest airline member and gain a 2.8% share of the alliance capacity - a slightly more advantageous position compared to its standing in either Star or Skyteam. Ultimately, of course, much of the analysis being undertaken in all three alliance head office groups now will be around potential existing member revenue generation that could be added by TAP joining and that may in turn sway the thinking of each of the apparent interested parties.
\n
Strategic Influences Will Be Key
\n
For each interested airline one of the key factors will be the strategic value of TAP - how they see the complementarity of the airline, how they would see both the network synergies, and the risk of someone else acquiring the airline. Taking IAG for instance; TAP falling into the Lufthansa family may create challenges to their position across Spain and the Western Europe region, while for the Lufthansa Group acquiring TAP would give them a strong position in connecting traffic from the whole of Brazil to Europe through Lisbon. However, Lufthansa are currently trying to digest ITA into their family and as other European airlines have found out previously that is a very difficult, time consuming and expensive task; could they take on another acquisition this year; perhaps not.
\n
For the Skyteam Alliance it’s an intriguing opportunity. There has always been a large local market from Portugal to France, for instance, but neither Air France or KLM have expressed much interest in the opportunity, and while they may look out of curiosity it doesn’t sit with the conservative nature of the combined airline entity.
\n
All of this does perhaps make IAG the more likely suitor for TAP, although of course it will all come down to a combination of price, deal structure and importantly associated regulatory requirements. IAG walked away from their proposed Air Europa merger as the required remedies from the regulator were consider too high a price to pay, although in truth the performance of Air Europa after the initial announcement may have been a bigger consideration. Certainly, if IAG had acquired Air Europa then any TAP acquisition may have been too difficult a challenge in a relatively short period of time.
There will inevitably be some twists and turns on the planned privatisation of TAP and from experience we know that the favourite doesn’t always win, and that a surprise candidate sometimes appears from the oddest of places. But for now, IAG seem to be making the running, making the right noises around maintaining the brand personality and national nuances as well as an initial minority share that will build over time. Will that appease all parties, probably not all - but it’s going to please most I suspect!
\n
","postEmailContent":"
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
\n","postSummaryRss":"
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
\n\n
So, seemingly it’s on - but what’s the prize, why the interest and what realistically makes most sense for the buyer and seller?
\n
\n
TAP Air Portugal, A Niche Carrier
\n
In the European market, TAP is a relatively small airline, ranking 17th and operating 13.8 million seats in 2024. This places the carrier just behind Austrian Airlines but, interestingly, slightly ahead of Aer Lingus. Notably, TAP is the largest legacy airline in Europe that remains independent of a larger airline group—though that could soon change. While TAP accounts for only about 1.4% of total capacity from Western Europe, its network includes some unique niches that enhance its appeal beyond its size.
\n
\n
TAP and Lisbon have always been regarded as the European hub to Brazil, and since Brazil is the largest market in Latin America with 134 million seats in 2024, it makes the country of interest to all the major European legacy airlines and their networks. For TAP, their largest regional network is of course to Western Europe to which they allocate around 82% of all their capacity.
\n
While that may seem a large proportion, British Airways have 79% of their total capacity invested in Western Europe and Lufthansa an even closer 81%. But what seems to be interesting most parties is the 7% share of capacity that is allocated to Lower South America where TAP actually have a strong position operating 18% of all European airline capacity to the region and one in four seats (26%) to Brazil.
\n
\n
While Brazil has for many years been a market of ups and downs - indeed, two of the country’s largest airlines are currently seeking approval to merge - the size and potential of the market cannot be ignored. As a valuable source of both passenger and cargo for many of Europe’s legacy airlines, the potential to strengthen a position in that market is substantial.
\n
TAP’s Brazilian Network Strength
\n
Unlike nearly every other European airline operating to Lower South America, the TAP network is uniquely 100% focused on Brazil (as the network map below shows) - there are no “distractions” such as a Buenos Aires service and in a few cases extensions to Santiago. That focus is also a point of significant concentration, with the airline serving ten destinations in Brazil; six of those markets are not being served by any other airline to Europe, and four of those markets are served by A320NEOs - making for a very cost efficient and probably profitable operation.
\n
Undoubtedly geography also plays an important role in the TAP operation. Portugal, and specifically Lisbon, are the most westerly major airports in Europe, and Lisbon enjoys a similar position as London does on the transatlantic market where British Airways enjoy a very strong and profitable position funnelling traffic through their Heathrow hub.
\n
To the end of November 2024, TAP carried nearly 880,000 connecting passengers through their Lisbon hub from Brazil to Western Europe with London accounting for 57,700 and Paris 55,400. From Brazil Fortaleza there were 59,800 and Belo Horizonte 53,200, showcasing the impressive strength of these secondary city routes.
\n
Connecting traffic - although extremely switchable between alternate hubs - is important, and in the context of airline alliances has an important role to play. For members of the Star Alliance the possibility of picking up connecting traffic via Lisbon is valuable, and the alliance dimension will be part of the consideration for those airlines that are interested in TAP.
\n
\n
Will Airline Alliances Be A Factor?
\n
A Star Alliance member since early 2005, TAP is a strategically important member of the group, but certainly not a major influencer in terms of size and scale. With over one billion seats globally, Star Alliance is the largest of the three major groupings accounting for 17% of all capacity worldwide and around one third larger than second placed Skyteam. With 20.2 million seats per annum, TAP account for 2% of all capacity produced within Star and they are the 14th largest member just ahead of COPA Airlines but measured a relatively junior part of Star. And while losing any airline from an alliance is frustrating and inevitably leads to a lot of work behind the scenes in terms of membership status and operational systems, it does happen more frequently than many would expect.
\n
For TAP and their owners perhaps a key question is in which alliance, if any, would they secure a larger presence and increase their importance?
\n
Joining the Skyteam Alliance would currently rank TAP in twelfth place. However, if ITA makes the anticipated switch to the Star Alliance in 2025, TAP would climb to eleventh place, gaining a bit more prominence with 2.5% of Skyteam’s capacity. A move to the OneWorld Alliance would see TAP become the tenth largest airline member and gain a 2.8% share of the alliance capacity - a slightly more advantageous position compared to its standing in either Star or Skyteam. Ultimately, of course, much of the analysis being undertaken in all three alliance head office groups now will be around potential existing member revenue generation that could be added by TAP joining and that may in turn sway the thinking of each of the apparent interested parties.
\n
Strategic Influences Will Be Key
\n
For each interested airline one of the key factors will be the strategic value of TAP - how they see the complementarity of the airline, how they would see both the network synergies, and the risk of someone else acquiring the airline. Taking IAG for instance; TAP falling into the Lufthansa family may create challenges to their position across Spain and the Western Europe region, while for the Lufthansa Group acquiring TAP would give them a strong position in connecting traffic from the whole of Brazil to Europe through Lisbon. However, Lufthansa are currently trying to digest ITA into their family and as other European airlines have found out previously that is a very difficult, time consuming and expensive task; could they take on another acquisition this year; perhaps not.
\n
For the Skyteam Alliance it’s an intriguing opportunity. There has always been a large local market from Portugal to France, for instance, but neither Air France or KLM have expressed much interest in the opportunity, and while they may look out of curiosity it doesn’t sit with the conservative nature of the combined airline entity.
\n
All of this does perhaps make IAG the more likely suitor for TAP, although of course it will all come down to a combination of price, deal structure and importantly associated regulatory requirements. IAG walked away from their proposed Air Europa merger as the required remedies from the regulator were consider too high a price to pay, although in truth the performance of Air Europa after the initial announcement may have been a bigger consideration. Certainly, if IAG had acquired Air Europa then any TAP acquisition may have been too difficult a challenge in a relatively short period of time.
There will inevitably be some twists and turns on the planned privatisation of TAP and from experience we know that the favourite doesn’t always win, and that a surprise candidate sometimes appears from the oddest of places. But for now, IAG seem to be making the running, making the right noises around maintaining the brand personality and national nuances as well as an initial minority share that will build over time. Will that appease all parties, probably not all - but it’s going to please most I suspect!
\n
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It’s been on, off, on, off and finally looks like it’s on! 2025 will be the year of the great TAP Air Portugal (TAP) sale, as finally - it appears - the Portuguese Government have decided the terms and conditions to attach to the sale of the national airline. There was also further support of the potential sale from IAG who confirmed their interest and even suggested they would be prepared to take an initial minority interest with a staged move to majority share over time.
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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","rss_body":"
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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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
","rss_body":"
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
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Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
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Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
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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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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.
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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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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
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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'.
\n
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\n
","rss_summary":"
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'.
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'.
\n
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\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'.
\n
\n
\n
","postEmailContent":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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'.
\n
\n
\n
","rssSummary":"
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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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
\n\n
Recommended:
\n
\n
\n
","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.
\n","rss_body":"
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.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","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
\n\n
Recommended:
\n
\n
\n
","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.
\n","postSummaryRss":"
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
\n\n
Recommended:
\n
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\n
","rssSummary":"
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.
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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.
\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.
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.
","postEmailContent":"
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.
","rssSummary":"
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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