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\n
Malaysia takes the lead while Vietnam is catching up fast
\n
For many years, Singapore was the centre of the Southeast Asian aviation sector, with Changi Airport serving as a major hub for international long-haul travel from neighbouring countries. Looking at intra-regional capacity in Summer 2025,Malaysia leads with 19.3 million scheduled seats to other Southeast Asian countries (5.5% behind Summer 2019 levels). And Singapore follows closely with 19 million seats (10% below Summer 2019 levels).
\n
\n
\n
\n
\n
Although Malaysia edges ahead of Singapore in terms of scheduled seats, six out of ten of the busiest intra-Southeast Asian routes still start or end in Singapore.
\n
\n
ASEAN becomes even more interconnected
\n
Looking at flows within the Southeast Asian region at country level shows that there are pockets of strong growth taking place.
\n
Vietnam is rapidly expanding its aviation footprint, recording the fastest growth in seat capacity to other Southeast Asian countries among all ASEAN members.
\n
\n
Seat capacity from Vietnam is up by 21.8% in Summer 2025 compared to Summer 2024, and a strong 8.5% ahead of Summer 2019.
\n
\n
In particular, total seat capacity between Vietnam and Indonesia, Philippines, and Laos is seeing significant growth compared to 2019. Vietnam has 51 route connections to other Southeast Asian destinations as of Summer 2025, up from 45 in 2019. Aside from Hanoi and Ho Chi Minh City, secondary cities Danang and Phu Quoc have seen more routes added in 2025, with five and three new routes added, respectively.
\n
\n
\n
\n
With the majority of ASEAN’s capital cities already connected to one another, the opportunity for growth is capital city-secondary city, or secondary city-secondary city.
\n
Looking at capacity growth for Summer 2025 versus Summer 2024 shows that in that secondary city market, growth in capacity within Southeast Asia has been highest, at 18%, suggesting that there is growing activity and reasons for travel between these cities.
\n
\n
Analysis of airport pairs within the region reveals 50 new intra-ASEAN connections in Summer 2025 compared to Summer 2019, with the highest growth coming from connections between secondary cities.
\n
\n
22 of the new intra-ASEAN routes operate to/from Indonesian airports.\n
\n
Ten are connections to Malaysia, including four new routes from Kuala Lumpur to Indonesian secondary cities, and three from Kota Kinabalu.
\n
Bali also saw new connections with Hanoi and Phuket.
\n
\n
\n
\n
\n
With Timor-Leste set to join ASEAN by the end of this year, Southeast Asian airlines are starting to ramp up their connectivity to the country. Batik Air Malaysia opened a new direct route from Kuala Lumpur to Timor-Leste’s capital, Dili, in June 2025. Whilst Singapore - Timor-Leste connectivity saw the biggest growth of seat capacity with an increase of 2,697% to 9,900 seats in Summer 2025 compared to 354 seats in Summer 2019. However, the number of absolute seats means Timor-Leste remains significantly below its regional peers.
\n
In Vietnam, the resort island of Phu Quoc is becoming increasingly popular:
\n
\n
Its flight route to Bangkok’s Suvarnabhumi Airport showed 265% growth in seat capacity in Summer 2025 compared to Summer 2019. The route was initially operated by Bangkok Airways in 2019, but Thai Vietjet became the sole operator in Summer 2025, with seats jumping from 56,880 in Summer 2024 to 107,368 in April 2025.
\n
Thai AirAsia and Thai Lion Air have also launched new Bangkok Don Mueang-Phu Quoc routes, bringing the total number of seats between the two cities to 183,403 in Summer 2025.
\n
\n
\n
Is regional travel the key to unlocking Southeast Asian travel’s growth?
\n
With proposed protectionist policies, uncertain global economic conditions, and geopolitical tensions affecting outbound travel sentiments, it may be wise for Southeast Asia to shift its tourism focus closer to home. Even land borders are proving to be hot spots for tension within ASEAN itself, as a dispute over Thailand and Cambodia's border demarcations led to the closure of land border crossings from mid-June for the majority of travellers, leaving air travel as the only reliable way to cross between the two countries.
\n\n
Airlines in the region have an opportunity to continue growth through expanding intra-ASEAN routes and seat capacity, striving for a full recovery back to pre-pandemic levels and beyond with further connectivity between secondary cities.
\n
\n\n
What are the countries of the Association of Southeast Asian Nations (ASEAN)?
\n
Brunei Darussalam, Cambodia, Indonesia, Laos, Malaysia, Myanmar, Philippines, Singapore, Thailand, and Vietnam
\n
","head_html":null,"post_body":"
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
\n\n
Like everywhere, intra-ASEAN seat capacity was impacted during the pandemic, and while the numbers are recovering steadily, they have not reached 2019 levels, indicating there is still room for growth.
In Summer 2025, there were 46 million scheduled seats available for travel between the ASEAN countries. Although this is a 7% increase compared to Summer 2024, it remains 6% below Summer 2019’s level of 50 million seats.
\n
\n
Malaysia takes the lead while Vietnam is catching up fast
\n
For many years, Singapore was the centre of the Southeast Asian aviation sector, with Changi Airport serving as a major hub for international long-haul travel from neighbouring countries. Looking at intra-regional capacity in Summer 2025,Malaysia leads with 19.3 million scheduled seats to other Southeast Asian countries (5.5% behind Summer 2019 levels). And Singapore follows closely with 19 million seats (10% below Summer 2019 levels).
\n
\n
\n
\n
\n
Although Malaysia edges ahead of Singapore in terms of scheduled seats, six out of ten of the busiest intra-Southeast Asian routes still start or end in Singapore.
\n
\n
ASEAN becomes even more interconnected
\n
Looking at flows within the Southeast Asian region at country level shows that there are pockets of strong growth taking place.
\n
Vietnam is rapidly expanding its aviation footprint, recording the fastest growth in seat capacity to other Southeast Asian countries among all ASEAN members.
\n
\n
Seat capacity from Vietnam is up by 21.8% in Summer 2025 compared to Summer 2024, and a strong 8.5% ahead of Summer 2019.
\n
\n
In particular, total seat capacity between Vietnam and Indonesia, Philippines, and Laos is seeing significant growth compared to 2019. Vietnam has 51 route connections to other Southeast Asian destinations as of Summer 2025, up from 45 in 2019. Aside from Hanoi and Ho Chi Minh City, secondary cities Danang and Phu Quoc have seen more routes added in 2025, with five and three new routes added, respectively.
\n
\n
\n
\n
With the majority of ASEAN’s capital cities already connected to one another, the opportunity for growth is capital city-secondary city, or secondary city-secondary city.
\n
Looking at capacity growth for Summer 2025 versus Summer 2024 shows that in that secondary city market, growth in capacity within Southeast Asia has been highest, at 18%, suggesting that there is growing activity and reasons for travel between these cities.
\n
\n
Analysis of airport pairs within the region reveals 50 new intra-ASEAN connections in Summer 2025 compared to Summer 2019, with the highest growth coming from connections between secondary cities.
\n
\n
22 of the new intra-ASEAN routes operate to/from Indonesian airports.\n
\n
Ten are connections to Malaysia, including four new routes from Kuala Lumpur to Indonesian secondary cities, and three from Kota Kinabalu.
\n
Bali also saw new connections with Hanoi and Phuket.
\n
\n
\n
\n
\n
With Timor-Leste set to join ASEAN by the end of this year, Southeast Asian airlines are starting to ramp up their connectivity to the country. Batik Air Malaysia opened a new direct route from Kuala Lumpur to Timor-Leste’s capital, Dili, in June 2025. Whilst Singapore - Timor-Leste connectivity saw the biggest growth of seat capacity with an increase of 2,697% to 9,900 seats in Summer 2025 compared to 354 seats in Summer 2019. However, the number of absolute seats means Timor-Leste remains significantly below its regional peers.
\n
In Vietnam, the resort island of Phu Quoc is becoming increasingly popular:
\n
\n
Its flight route to Bangkok’s Suvarnabhumi Airport showed 265% growth in seat capacity in Summer 2025 compared to Summer 2019. The route was initially operated by Bangkok Airways in 2019, but Thai Vietjet became the sole operator in Summer 2025, with seats jumping from 56,880 in Summer 2024 to 107,368 in April 2025.
\n
Thai AirAsia and Thai Lion Air have also launched new Bangkok Don Mueang-Phu Quoc routes, bringing the total number of seats between the two cities to 183,403 in Summer 2025.
\n
\n
\n
Is regional travel the key to unlocking Southeast Asian travel’s growth?
\n
With proposed protectionist policies, uncertain global economic conditions, and geopolitical tensions affecting outbound travel sentiments, it may be wise for Southeast Asia to shift its tourism focus closer to home. Even land borders are proving to be hot spots for tension within ASEAN itself, as a dispute over Thailand and Cambodia's border demarcations led to the closure of land border crossings from mid-June for the majority of travellers, leaving air travel as the only reliable way to cross between the two countries.
\n\n
Airlines in the region have an opportunity to continue growth through expanding intra-ASEAN routes and seat capacity, striving for a full recovery back to pre-pandemic levels and beyond with further connectivity between secondary cities.
\n
\n\n
What are the countries of the Association of Southeast Asian Nations (ASEAN)?
\n
Brunei Darussalam, Cambodia, Indonesia, Laos, Malaysia, Myanmar, Philippines, Singapore, Thailand, and Vietnam
\n
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Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
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Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
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Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
\n\n
Like everywhere, intra-ASEAN seat capacity was impacted during the pandemic, and while the numbers are recovering steadily, they have not reached 2019 levels, indicating there is still room for growth.
In Summer 2025, there were 46 million scheduled seats available for travel between the ASEAN countries. Although this is a 7% increase compared to Summer 2024, it remains 6% below Summer 2019’s level of 50 million seats.
\n
\n
Malaysia takes the lead while Vietnam is catching up fast
\n
For many years, Singapore was the centre of the Southeast Asian aviation sector, with Changi Airport serving as a major hub for international long-haul travel from neighbouring countries. Looking at intra-regional capacity in Summer 2025,Malaysia leads with 19.3 million scheduled seats to other Southeast Asian countries (5.5% behind Summer 2019 levels). And Singapore follows closely with 19 million seats (10% below Summer 2019 levels).
\n
\n
\n
\n
\n
Although Malaysia edges ahead of Singapore in terms of scheduled seats, six out of ten of the busiest intra-Southeast Asian routes still start or end in Singapore.
\n
\n
ASEAN becomes even more interconnected
\n
Looking at flows within the Southeast Asian region at country level shows that there are pockets of strong growth taking place.
\n
Vietnam is rapidly expanding its aviation footprint, recording the fastest growth in seat capacity to other Southeast Asian countries among all ASEAN members.
\n
\n
Seat capacity from Vietnam is up by 21.8% in Summer 2025 compared to Summer 2024, and a strong 8.5% ahead of Summer 2019.
\n
\n
In particular, total seat capacity between Vietnam and Indonesia, Philippines, and Laos is seeing significant growth compared to 2019. Vietnam has 51 route connections to other Southeast Asian destinations as of Summer 2025, up from 45 in 2019. Aside from Hanoi and Ho Chi Minh City, secondary cities Danang and Phu Quoc have seen more routes added in 2025, with five and three new routes added, respectively.
\n
\n
\n
\n
With the majority of ASEAN’s capital cities already connected to one another, the opportunity for growth is capital city-secondary city, or secondary city-secondary city.
\n
Looking at capacity growth for Summer 2025 versus Summer 2024 shows that in that secondary city market, growth in capacity within Southeast Asia has been highest, at 18%, suggesting that there is growing activity and reasons for travel between these cities.
\n
\n
Analysis of airport pairs within the region reveals 50 new intra-ASEAN connections in Summer 2025 compared to Summer 2019, with the highest growth coming from connections between secondary cities.
\n
\n
22 of the new intra-ASEAN routes operate to/from Indonesian airports.\n
\n
Ten are connections to Malaysia, including four new routes from Kuala Lumpur to Indonesian secondary cities, and three from Kota Kinabalu.
\n
Bali also saw new connections with Hanoi and Phuket.
\n
\n
\n
\n
\n
With Timor-Leste set to join ASEAN by the end of this year, Southeast Asian airlines are starting to ramp up their connectivity to the country. Batik Air Malaysia opened a new direct route from Kuala Lumpur to Timor-Leste’s capital, Dili, in June 2025. Whilst Singapore - Timor-Leste connectivity saw the biggest growth of seat capacity with an increase of 2,697% to 9,900 seats in Summer 2025 compared to 354 seats in Summer 2019. However, the number of absolute seats means Timor-Leste remains significantly below its regional peers.
\n
In Vietnam, the resort island of Phu Quoc is becoming increasingly popular:
\n
\n
Its flight route to Bangkok’s Suvarnabhumi Airport showed 265% growth in seat capacity in Summer 2025 compared to Summer 2019. The route was initially operated by Bangkok Airways in 2019, but Thai Vietjet became the sole operator in Summer 2025, with seats jumping from 56,880 in Summer 2024 to 107,368 in April 2025.
\n
Thai AirAsia and Thai Lion Air have also launched new Bangkok Don Mueang-Phu Quoc routes, bringing the total number of seats between the two cities to 183,403 in Summer 2025.
\n
\n
\n
Is regional travel the key to unlocking Southeast Asian travel’s growth?
\n
With proposed protectionist policies, uncertain global economic conditions, and geopolitical tensions affecting outbound travel sentiments, it may be wise for Southeast Asia to shift its tourism focus closer to home. Even land borders are proving to be hot spots for tension within ASEAN itself, as a dispute over Thailand and Cambodia's border demarcations led to the closure of land border crossings from mid-June for the majority of travellers, leaving air travel as the only reliable way to cross between the two countries.
\n\n
Airlines in the region have an opportunity to continue growth through expanding intra-ASEAN routes and seat capacity, striving for a full recovery back to pre-pandemic levels and beyond with further connectivity between secondary cities.
\n
\n\n
What are the countries of the Association of Southeast Asian Nations (ASEAN)?
\n
Brunei Darussalam, Cambodia, Indonesia, Laos, Malaysia, Myanmar, Philippines, Singapore, Thailand, and Vietnam
\n
","postBodyRss":"
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
\n\n
Like everywhere, intra-ASEAN seat capacity was impacted during the pandemic, and while the numbers are recovering steadily, they have not reached 2019 levels, indicating there is still room for growth.
In Summer 2025, there were 46 million scheduled seats available for travel between the ASEAN countries. Although this is a 7% increase compared to Summer 2024, it remains 6% below Summer 2019’s level of 50 million seats.
\n
\n
Malaysia takes the lead while Vietnam is catching up fast
\n
For many years, Singapore was the centre of the Southeast Asian aviation sector, with Changi Airport serving as a major hub for international long-haul travel from neighbouring countries. Looking at intra-regional capacity in Summer 2025,Malaysia leads with 19.3 million scheduled seats to other Southeast Asian countries (5.5% behind Summer 2019 levels). And Singapore follows closely with 19 million seats (10% below Summer 2019 levels).
\n
\n
\n
\n
\n
Although Malaysia edges ahead of Singapore in terms of scheduled seats, six out of ten of the busiest intra-Southeast Asian routes still start or end in Singapore.
\n
\n
ASEAN becomes even more interconnected
\n
Looking at flows within the Southeast Asian region at country level shows that there are pockets of strong growth taking place.
\n
Vietnam is rapidly expanding its aviation footprint, recording the fastest growth in seat capacity to other Southeast Asian countries among all ASEAN members.
\n
\n
Seat capacity from Vietnam is up by 21.8% in Summer 2025 compared to Summer 2024, and a strong 8.5% ahead of Summer 2019.
\n
\n
In particular, total seat capacity between Vietnam and Indonesia, Philippines, and Laos is seeing significant growth compared to 2019. Vietnam has 51 route connections to other Southeast Asian destinations as of Summer 2025, up from 45 in 2019. Aside from Hanoi and Ho Chi Minh City, secondary cities Danang and Phu Quoc have seen more routes added in 2025, with five and three new routes added, respectively.
\n
\n
\n
\n
With the majority of ASEAN’s capital cities already connected to one another, the opportunity for growth is capital city-secondary city, or secondary city-secondary city.
\n
Looking at capacity growth for Summer 2025 versus Summer 2024 shows that in that secondary city market, growth in capacity within Southeast Asia has been highest, at 18%, suggesting that there is growing activity and reasons for travel between these cities.
\n
\n
Analysis of airport pairs within the region reveals 50 new intra-ASEAN connections in Summer 2025 compared to Summer 2019, with the highest growth coming from connections between secondary cities.
\n
\n
22 of the new intra-ASEAN routes operate to/from Indonesian airports.\n
\n
Ten are connections to Malaysia, including four new routes from Kuala Lumpur to Indonesian secondary cities, and three from Kota Kinabalu.
\n
Bali also saw new connections with Hanoi and Phuket.
\n
\n
\n
\n
\n
With Timor-Leste set to join ASEAN by the end of this year, Southeast Asian airlines are starting to ramp up their connectivity to the country. Batik Air Malaysia opened a new direct route from Kuala Lumpur to Timor-Leste’s capital, Dili, in June 2025. Whilst Singapore - Timor-Leste connectivity saw the biggest growth of seat capacity with an increase of 2,697% to 9,900 seats in Summer 2025 compared to 354 seats in Summer 2019. However, the number of absolute seats means Timor-Leste remains significantly below its regional peers.
\n
In Vietnam, the resort island of Phu Quoc is becoming increasingly popular:
\n
\n
Its flight route to Bangkok’s Suvarnabhumi Airport showed 265% growth in seat capacity in Summer 2025 compared to Summer 2019. The route was initially operated by Bangkok Airways in 2019, but Thai Vietjet became the sole operator in Summer 2025, with seats jumping from 56,880 in Summer 2024 to 107,368 in April 2025.
\n
Thai AirAsia and Thai Lion Air have also launched new Bangkok Don Mueang-Phu Quoc routes, bringing the total number of seats between the two cities to 183,403 in Summer 2025.
\n
\n
\n
Is regional travel the key to unlocking Southeast Asian travel’s growth?
\n
With proposed protectionist policies, uncertain global economic conditions, and geopolitical tensions affecting outbound travel sentiments, it may be wise for Southeast Asia to shift its tourism focus closer to home. Even land borders are proving to be hot spots for tension within ASEAN itself, as a dispute over Thailand and Cambodia's border demarcations led to the closure of land border crossings from mid-June for the majority of travellers, leaving air travel as the only reliable way to cross between the two countries.
\n\n
Airlines in the region have an opportunity to continue growth through expanding intra-ASEAN routes and seat capacity, striving for a full recovery back to pre-pandemic levels and beyond with further connectivity between secondary cities.
\n
\n\n
What are the countries of the Association of Southeast Asian Nations (ASEAN)?
\n
Brunei Darussalam, Cambodia, Indonesia, Laos, Malaysia, Myanmar, Philippines, Singapore, Thailand, and Vietnam
\n
","postEmailContent":"
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
\n","postSummaryRss":"
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
\n\n
Like everywhere, intra-ASEAN seat capacity was impacted during the pandemic, and while the numbers are recovering steadily, they have not reached 2019 levels, indicating there is still room for growth.
In Summer 2025, there were 46 million scheduled seats available for travel between the ASEAN countries. Although this is a 7% increase compared to Summer 2024, it remains 6% below Summer 2019’s level of 50 million seats.
\n
\n
Malaysia takes the lead while Vietnam is catching up fast
\n
For many years, Singapore was the centre of the Southeast Asian aviation sector, with Changi Airport serving as a major hub for international long-haul travel from neighbouring countries. Looking at intra-regional capacity in Summer 2025,Malaysia leads with 19.3 million scheduled seats to other Southeast Asian countries (5.5% behind Summer 2019 levels). And Singapore follows closely with 19 million seats (10% below Summer 2019 levels).
\n
\n
\n
\n
\n
Although Malaysia edges ahead of Singapore in terms of scheduled seats, six out of ten of the busiest intra-Southeast Asian routes still start or end in Singapore.
\n
\n
ASEAN becomes even more interconnected
\n
Looking at flows within the Southeast Asian region at country level shows that there are pockets of strong growth taking place.
\n
Vietnam is rapidly expanding its aviation footprint, recording the fastest growth in seat capacity to other Southeast Asian countries among all ASEAN members.
\n
\n
Seat capacity from Vietnam is up by 21.8% in Summer 2025 compared to Summer 2024, and a strong 8.5% ahead of Summer 2019.
\n
\n
In particular, total seat capacity between Vietnam and Indonesia, Philippines, and Laos is seeing significant growth compared to 2019. Vietnam has 51 route connections to other Southeast Asian destinations as of Summer 2025, up from 45 in 2019. Aside from Hanoi and Ho Chi Minh City, secondary cities Danang and Phu Quoc have seen more routes added in 2025, with five and three new routes added, respectively.
\n
\n
\n
\n
With the majority of ASEAN’s capital cities already connected to one another, the opportunity for growth is capital city-secondary city, or secondary city-secondary city.
\n
Looking at capacity growth for Summer 2025 versus Summer 2024 shows that in that secondary city market, growth in capacity within Southeast Asia has been highest, at 18%, suggesting that there is growing activity and reasons for travel between these cities.
\n
\n
Analysis of airport pairs within the region reveals 50 new intra-ASEAN connections in Summer 2025 compared to Summer 2019, with the highest growth coming from connections between secondary cities.
\n
\n
22 of the new intra-ASEAN routes operate to/from Indonesian airports.\n
\n
Ten are connections to Malaysia, including four new routes from Kuala Lumpur to Indonesian secondary cities, and three from Kota Kinabalu.
\n
Bali also saw new connections with Hanoi and Phuket.
\n
\n
\n
\n
\n
With Timor-Leste set to join ASEAN by the end of this year, Southeast Asian airlines are starting to ramp up their connectivity to the country. Batik Air Malaysia opened a new direct route from Kuala Lumpur to Timor-Leste’s capital, Dili, in June 2025. Whilst Singapore - Timor-Leste connectivity saw the biggest growth of seat capacity with an increase of 2,697% to 9,900 seats in Summer 2025 compared to 354 seats in Summer 2019. However, the number of absolute seats means Timor-Leste remains significantly below its regional peers.
\n
In Vietnam, the resort island of Phu Quoc is becoming increasingly popular:
\n
\n
Its flight route to Bangkok’s Suvarnabhumi Airport showed 265% growth in seat capacity in Summer 2025 compared to Summer 2019. The route was initially operated by Bangkok Airways in 2019, but Thai Vietjet became the sole operator in Summer 2025, with seats jumping from 56,880 in Summer 2024 to 107,368 in April 2025.
\n
Thai AirAsia and Thai Lion Air have also launched new Bangkok Don Mueang-Phu Quoc routes, bringing the total number of seats between the two cities to 183,403 in Summer 2025.
\n
\n
\n
Is regional travel the key to unlocking Southeast Asian travel’s growth?
\n
With proposed protectionist policies, uncertain global economic conditions, and geopolitical tensions affecting outbound travel sentiments, it may be wise for Southeast Asia to shift its tourism focus closer to home. Even land borders are proving to be hot spots for tension within ASEAN itself, as a dispute over Thailand and Cambodia's border demarcations led to the closure of land border crossings from mid-June for the majority of travellers, leaving air travel as the only reliable way to cross between the two countries.
\n\n
Airlines in the region have an opportunity to continue growth through expanding intra-ASEAN routes and seat capacity, striving for a full recovery back to pre-pandemic levels and beyond with further connectivity between secondary cities.
\n
\n\n
What are the countries of the Association of Southeast Asian Nations (ASEAN)?
\n
Brunei Darussalam, Cambodia, Indonesia, Laos, Malaysia, Myanmar, Philippines, Singapore, Thailand, and Vietnam
\n
","rssSummary":"
Travel within ASEAN countries accounts for the largest share of international arrivals into the region, growing from 37% in 2019 to 45% in 2024. With the ever-increasing uncertainty of geopolitics and the economic outlook, this dependence on regional travel may be Southeast Asia’s ace card, insulating it from potential longer-haul market disruptions.
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
\n
\n
Key Points About The Transatlantic Aviation Market:
\n
\n
The transatlantic air market has grown 55% since 2010.
\n
New entrants to the market face high costs, slot scarcity, seasonality and the dominance of airline alliances.
\n
In Summer 2025, 49 airlines operated in the transatlantic market.
\n
\n
The transatlantic air market is the fifth-largest international air market in the world, and in the last 15 years has increased in size by 55%. Just five countries account for more than three-quarters of the market, with US carriers operating the largest share of capacity, at 34% in 2025. This has fallen from a peak of 40% back in 2010. Canadian carriers operate 16% of transatlantic capacity, whilst UK and German-based carriers account for 14% respectively. French airlines provide 11% of capacity on the transatlantic.
\n
Have There Been New Entrants to the Transatlantic Airline Market?
\n
\n
The transatlantic market is attractive because of high passenger demand, but the dominance of powerful alliances, high costs, seasonality, and slot scarcity mean that new entrants rarely sustain operations long-term.
\n
\n
Norwegian attempted a low-cost long-haul model operating on the transatlantic market but ended all long-haul operations in January 2021 due to the high fuel costs, competition from mainline carriers, and the lack of premium-class revenue.
\n
Norse Atlantic and JetBlue currently operate in niche segments of the market, with smaller scale and specialised offering.
\n
\n
Which Airlines Dominate the Transatlantic Market?
\n
\n
In Summer 2025, 49 airlines operated on this highly competitive market. The two largest carriers, United Airlines and Delta Air Lines, only held 12% market share each, demonstrating the fragmented but alliance-dominated nature of the market.
\n
Why do incumbents dominate the transatlantic market?
\n
\n
Membership in global alliances (Star Alliance, Oneworld, SkyTeam) enables the carriers to coordinate schedules, pricing and capacity.
\n
Their loyalty programmes lock in corporate travellers and frequent flyers.
\n
Control of the prime take-off/landing slots at hubs like Heathrow, JFK, or Paris CDG provides convenient, high-frequency schedules.
\n
\n
Why do new entrants struggle?
\n
\n
Low-cost, long-haul models (e.g., WOW Air, Norse Atlantic, Norwegian Long Haul) face high fuel, crew, airport slots, and aircraft leasing costs, resulting in thin margins.
\n
\n
How Frequent are Transatlantic Flights?
\n
\n
\n
The JFK-LHR route is the world’s busiest long-haul international route, with 44 daily flights:\n
London Heathrow is a key transatlantic hub, connecting 7 of the top 10 routes.
\n
New York (JFK and Newark EWR) appears in 4 of the top 10 routes.
\n
On the Paris CDG - New York JFK route, JetBlue Airways and Norse Atlantic compete with Air France, Delta and American, only operating one daily return flight each.
\n
Air Canada operates 3-4 daily return flights from London to Toronto and 2 on the Paris to Montreal route, where Canadian leisure operator Air Transat operates 1-2 daily return flights.
\n
British Airways operates the highest frequency of transatlantic flights within the top 10 routes: 23 daily return flights. This is followed by United and Virgin Atlantic, each operating 14 daily return flights.
\n
\n
The transatlantic market remains one of the most lucrative and competitive in aviation, driven by dense business and leisure demand. However, it is also one of the hardest markets for new entrants to succeed in. The future of the market is likely to remain shaped by the three big alliances, dominating capacity and frequency, while niche entrants will only survive if they find unique positioning or underserved city pairs.
\n
","head_html":null,"post_body":"
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
\n
\n
Key Points About The Transatlantic Aviation Market:
\n
\n
The transatlantic air market has grown 55% since 2010.
\n
New entrants to the market face high costs, slot scarcity, seasonality and the dominance of airline alliances.
\n
In Summer 2025, 49 airlines operated in the transatlantic market.
\n
\n
The transatlantic air market is the fifth-largest international air market in the world, and in the last 15 years has increased in size by 55%. Just five countries account for more than three-quarters of the market, with US carriers operating the largest share of capacity, at 34% in 2025. This has fallen from a peak of 40% back in 2010. Canadian carriers operate 16% of transatlantic capacity, whilst UK and German-based carriers account for 14% respectively. French airlines provide 11% of capacity on the transatlantic.
\n
Have There Been New Entrants to the Transatlantic Airline Market?
\n
\n
The transatlantic market is attractive because of high passenger demand, but the dominance of powerful alliances, high costs, seasonality, and slot scarcity mean that new entrants rarely sustain operations long-term.
\n
\n
Norwegian attempted a low-cost long-haul model operating on the transatlantic market but ended all long-haul operations in January 2021 due to the high fuel costs, competition from mainline carriers, and the lack of premium-class revenue.
\n
Norse Atlantic and JetBlue currently operate in niche segments of the market, with smaller scale and specialised offering.
\n
\n
Which Airlines Dominate the Transatlantic Market?
\n
\n
In Summer 2025, 49 airlines operated on this highly competitive market. The two largest carriers, United Airlines and Delta Air Lines, only held 12% market share each, demonstrating the fragmented but alliance-dominated nature of the market.
\n
Why do incumbents dominate the transatlantic market?
\n
\n
Membership in global alliances (Star Alliance, Oneworld, SkyTeam) enables the carriers to coordinate schedules, pricing and capacity.
\n
Their loyalty programmes lock in corporate travellers and frequent flyers.
\n
Control of the prime take-off/landing slots at hubs like Heathrow, JFK, or Paris CDG provides convenient, high-frequency schedules.
\n
\n
Why do new entrants struggle?
\n
\n
Low-cost, long-haul models (e.g., WOW Air, Norse Atlantic, Norwegian Long Haul) face high fuel, crew, airport slots, and aircraft leasing costs, resulting in thin margins.
\n
\n
How Frequent are Transatlantic Flights?
\n
\n
\n
The JFK-LHR route is the world’s busiest long-haul international route, with 44 daily flights:\n
London Heathrow is a key transatlantic hub, connecting 7 of the top 10 routes.
\n
New York (JFK and Newark EWR) appears in 4 of the top 10 routes.
\n
On the Paris CDG - New York JFK route, JetBlue Airways and Norse Atlantic compete with Air France, Delta and American, only operating one daily return flight each.
\n
Air Canada operates 3-4 daily return flights from London to Toronto and 2 on the Paris to Montreal route, where Canadian leisure operator Air Transat operates 1-2 daily return flights.
\n
British Airways operates the highest frequency of transatlantic flights within the top 10 routes: 23 daily return flights. This is followed by United and Virgin Atlantic, each operating 14 daily return flights.
\n
\n
The transatlantic market remains one of the most lucrative and competitive in aviation, driven by dense business and leisure demand. However, it is also one of the hardest markets for new entrants to succeed in. The future of the market is likely to remain shaped by the three big alliances, dominating capacity and frequency, while niche entrants will only survive if they find unique positioning or underserved city pairs.
\n
","topic_ids":[66382214546],"html_title":"The Transatlantic Airline Market Explored in 3 Charts | OAG","rss_summary":"
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
","published_at":1759399201126,"campaign_name":"2025 Q3: Blog Content","featured_image":"https://www.oag.com/hubfs/Transatlantic%20Aviation%20Explored.jpg","layout_sections":{},"published_by_id":64413925,"has_user_changes":true,"meta_description":"Explore the growth, challenges, and key players in the transatlantic airline market using insightful charts and data-driven analysis.","use_featured_image":true,"last_edit_update_id":null,"public_access_rules":[],"publish_immediately":true,"attached_stylesheets":[],"featured_image_width":1600,"is_crawlable_by_bots":false,"last_edit_session_id":null,"featured_image_height":900,"scheduled_update_date":0,"link_rel_canonical_url":"","featured_image_alt_text":"Transatlantic Aviation Market","enable_domain_stylesheets":false,"enable_layout_stylesheets":false,"include_default_custom_css":false,"blog_post_schedule_task_uid":null,"public_access_rules_enabled":false,"blog_publish_to_social_media_task":"DONE_NOT_SENT","enable_google_amp_output_override":false,"blog_publish_instant_email_task_uid":"DONE"},"metaDescription":"Explore the growth, challenges, and key players in the transatlantic airline market using insightful charts and data-driven analysis.","metaKeywords":null,"name":"The Transatlantic Airline Market Explored in 3 Charts","nextPostFeaturedImage":"https://www.oag.com/hubfs/AVIATION%20INFOGRAPHICS%20SEP%2025.jpg","nextPostFeaturedImageAltText":"Aviation Infographics September 2025","nextPostName":"September Aviation Infographics: Megahubs Revealed, Europe's Top Markets & More","nextPostSlug":"blog/aviation-infographics-of-the-month-september-2025","pageExpiryDate":null,"pageExpiryEnabled":null,"pageExpiryRedirectId":null,"pageExpiryRedirectUrl":null,"pageRedirected":false,"pageTitle":"The Transatlantic Airline Market Explored in 3 Charts | OAG","parentBlog":{"absoluteUrl":"https://www.oag.com/blog","allowComments":false,"ampBodyColor":"#404040","ampBodyFont":"'Helvetica Neue', Helvetica, Arial, sans-serif","ampBodyFontSize":"18","ampCustomCss":"","ampHeaderBackgroundColor":"#ffffff","ampHeaderColor":"#1e1e1e","ampHeaderFont":"'Helvetica Neue', Helvetica, Arial, sans-serif","ampHeaderFontSize":"36","ampLinkColor":"#416bb3","ampLogoAlt":"OAG Black 2018","ampLogoHeight":594,"ampLogoSrc":"https://www.oag.com/hubfs/OAG%20Black%202018.png","ampLogoWidth":945,"analyticsPageId":2547580647,"attachedStylesheets":[],"audienceAccess":"PUBLIC","businessUnitId":null,"captchaAfterDays":7,"captchaAlways":false,"categoryId":3,"cdnPurgeEmbargoTime":null,"closeCommentsOlder":0,"commentDateFormat":"medium","commentFormGuid":"5fddd154-8ed7-470d-bdc0-b3267efba414","commentMaxThreadDepth":4,"commentModeration":false,"commentNotificationEmails":["katy.ludwell@oag.com","hiten.patel@oag.com"],"commentShouldCreateContact":false,"commentVerificationText":"Thank you for your comment. 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In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
\n
\n
Key Points About The Transatlantic Aviation Market:
\n
\n
The transatlantic air market has grown 55% since 2010.
\n
New entrants to the market face high costs, slot scarcity, seasonality and the dominance of airline alliances.
\n
In Summer 2025, 49 airlines operated in the transatlantic market.
\n
\n
The transatlantic air market is the fifth-largest international air market in the world, and in the last 15 years has increased in size by 55%. Just five countries account for more than three-quarters of the market, with US carriers operating the largest share of capacity, at 34% in 2025. This has fallen from a peak of 40% back in 2010. Canadian carriers operate 16% of transatlantic capacity, whilst UK and German-based carriers account for 14% respectively. French airlines provide 11% of capacity on the transatlantic.
\n
Have There Been New Entrants to the Transatlantic Airline Market?
\n
\n
The transatlantic market is attractive because of high passenger demand, but the dominance of powerful alliances, high costs, seasonality, and slot scarcity mean that new entrants rarely sustain operations long-term.
\n
\n
Norwegian attempted a low-cost long-haul model operating on the transatlantic market but ended all long-haul operations in January 2021 due to the high fuel costs, competition from mainline carriers, and the lack of premium-class revenue.
\n
Norse Atlantic and JetBlue currently operate in niche segments of the market, with smaller scale and specialised offering.
\n
\n
Which Airlines Dominate the Transatlantic Market?
\n
\n
In Summer 2025, 49 airlines operated on this highly competitive market. The two largest carriers, United Airlines and Delta Air Lines, only held 12% market share each, demonstrating the fragmented but alliance-dominated nature of the market.
\n
Why do incumbents dominate the transatlantic market?
\n
\n
Membership in global alliances (Star Alliance, Oneworld, SkyTeam) enables the carriers to coordinate schedules, pricing and capacity.
\n
Their loyalty programmes lock in corporate travellers and frequent flyers.
\n
Control of the prime take-off/landing slots at hubs like Heathrow, JFK, or Paris CDG provides convenient, high-frequency schedules.
\n
\n
Why do new entrants struggle?
\n
\n
Low-cost, long-haul models (e.g., WOW Air, Norse Atlantic, Norwegian Long Haul) face high fuel, crew, airport slots, and aircraft leasing costs, resulting in thin margins.
\n
\n
How Frequent are Transatlantic Flights?
\n
\n
\n
The JFK-LHR route is the world’s busiest long-haul international route, with 44 daily flights:\n
London Heathrow is a key transatlantic hub, connecting 7 of the top 10 routes.
\n
New York (JFK and Newark EWR) appears in 4 of the top 10 routes.
\n
On the Paris CDG - New York JFK route, JetBlue Airways and Norse Atlantic compete with Air France, Delta and American, only operating one daily return flight each.
\n
Air Canada operates 3-4 daily return flights from London to Toronto and 2 on the Paris to Montreal route, where Canadian leisure operator Air Transat operates 1-2 daily return flights.
\n
British Airways operates the highest frequency of transatlantic flights within the top 10 routes: 23 daily return flights. This is followed by United and Virgin Atlantic, each operating 14 daily return flights.
\n
\n
The transatlantic market remains one of the most lucrative and competitive in aviation, driven by dense business and leisure demand. However, it is also one of the hardest markets for new entrants to succeed in. The future of the market is likely to remain shaped by the three big alliances, dominating capacity and frequency, while niche entrants will only survive if they find unique positioning or underserved city pairs.
\n
","postBodyRss":"
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
\n
\n
Key Points About The Transatlantic Aviation Market:
\n
\n
The transatlantic air market has grown 55% since 2010.
\n
New entrants to the market face high costs, slot scarcity, seasonality and the dominance of airline alliances.
\n
In Summer 2025, 49 airlines operated in the transatlantic market.
\n
\n
The transatlantic air market is the fifth-largest international air market in the world, and in the last 15 years has increased in size by 55%. Just five countries account for more than three-quarters of the market, with US carriers operating the largest share of capacity, at 34% in 2025. This has fallen from a peak of 40% back in 2010. Canadian carriers operate 16% of transatlantic capacity, whilst UK and German-based carriers account for 14% respectively. French airlines provide 11% of capacity on the transatlantic.
\n
Have There Been New Entrants to the Transatlantic Airline Market?
\n
\n
The transatlantic market is attractive because of high passenger demand, but the dominance of powerful alliances, high costs, seasonality, and slot scarcity mean that new entrants rarely sustain operations long-term.
\n
\n
Norwegian attempted a low-cost long-haul model operating on the transatlantic market but ended all long-haul operations in January 2021 due to the high fuel costs, competition from mainline carriers, and the lack of premium-class revenue.
\n
Norse Atlantic and JetBlue currently operate in niche segments of the market, with smaller scale and specialised offering.
\n
\n
Which Airlines Dominate the Transatlantic Market?
\n
\n
In Summer 2025, 49 airlines operated on this highly competitive market. The two largest carriers, United Airlines and Delta Air Lines, only held 12% market share each, demonstrating the fragmented but alliance-dominated nature of the market.
\n
Why do incumbents dominate the transatlantic market?
\n
\n
Membership in global alliances (Star Alliance, Oneworld, SkyTeam) enables the carriers to coordinate schedules, pricing and capacity.
\n
Their loyalty programmes lock in corporate travellers and frequent flyers.
\n
Control of the prime take-off/landing slots at hubs like Heathrow, JFK, or Paris CDG provides convenient, high-frequency schedules.
\n
\n
Why do new entrants struggle?
\n
\n
Low-cost, long-haul models (e.g., WOW Air, Norse Atlantic, Norwegian Long Haul) face high fuel, crew, airport slots, and aircraft leasing costs, resulting in thin margins.
\n
\n
How Frequent are Transatlantic Flights?
\n
\n
\n
The JFK-LHR route is the world’s busiest long-haul international route, with 44 daily flights:\n
London Heathrow is a key transatlantic hub, connecting 7 of the top 10 routes.
\n
New York (JFK and Newark EWR) appears in 4 of the top 10 routes.
\n
On the Paris CDG - New York JFK route, JetBlue Airways and Norse Atlantic compete with Air France, Delta and American, only operating one daily return flight each.
\n
Air Canada operates 3-4 daily return flights from London to Toronto and 2 on the Paris to Montreal route, where Canadian leisure operator Air Transat operates 1-2 daily return flights.
\n
British Airways operates the highest frequency of transatlantic flights within the top 10 routes: 23 daily return flights. This is followed by United and Virgin Atlantic, each operating 14 daily return flights.
\n
\n
The transatlantic market remains one of the most lucrative and competitive in aviation, driven by dense business and leisure demand. However, it is also one of the hardest markets for new entrants to succeed in. The future of the market is likely to remain shaped by the three big alliances, dominating capacity and frequency, while niche entrants will only survive if they find unique positioning or underserved city pairs.
\n
","postEmailContent":"
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
","postSummaryRss":"
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"vlzYKskU","previousPostFeaturedImage":"https://www.oag.com/hubfs/Intra-ASEAN%20blog%20featured%20image.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Intra-ASEAN Travel: A Constant Amid Global Turmoil","previousPostSlug":"blog/intra-asean-travel-global-turmoil","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1759399201000,"publishDateLocalTime":1759399201000,"publishDateLocalized":{"date":1759399201000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1759399201126,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/transatlantic-airline-market-explored-in-3-charts","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
\n
\n
Key Points About The Transatlantic Aviation Market:
\n
\n
The transatlantic air market has grown 55% since 2010.
\n
New entrants to the market face high costs, slot scarcity, seasonality and the dominance of airline alliances.
\n
In Summer 2025, 49 airlines operated in the transatlantic market.
\n
\n
The transatlantic air market is the fifth-largest international air market in the world, and in the last 15 years has increased in size by 55%. Just five countries account for more than three-quarters of the market, with US carriers operating the largest share of capacity, at 34% in 2025. This has fallen from a peak of 40% back in 2010. Canadian carriers operate 16% of transatlantic capacity, whilst UK and German-based carriers account for 14% respectively. French airlines provide 11% of capacity on the transatlantic.
\n
Have There Been New Entrants to the Transatlantic Airline Market?
\n
\n
The transatlantic market is attractive because of high passenger demand, but the dominance of powerful alliances, high costs, seasonality, and slot scarcity mean that new entrants rarely sustain operations long-term.
\n
\n
Norwegian attempted a low-cost long-haul model operating on the transatlantic market but ended all long-haul operations in January 2021 due to the high fuel costs, competition from mainline carriers, and the lack of premium-class revenue.
\n
Norse Atlantic and JetBlue currently operate in niche segments of the market, with smaller scale and specialised offering.
\n
\n
Which Airlines Dominate the Transatlantic Market?
\n
\n
In Summer 2025, 49 airlines operated on this highly competitive market. The two largest carriers, United Airlines and Delta Air Lines, only held 12% market share each, demonstrating the fragmented but alliance-dominated nature of the market.
\n
Why do incumbents dominate the transatlantic market?
\n
\n
Membership in global alliances (Star Alliance, Oneworld, SkyTeam) enables the carriers to coordinate schedules, pricing and capacity.
\n
Their loyalty programmes lock in corporate travellers and frequent flyers.
\n
Control of the prime take-off/landing slots at hubs like Heathrow, JFK, or Paris CDG provides convenient, high-frequency schedules.
\n
\n
Why do new entrants struggle?
\n
\n
Low-cost, long-haul models (e.g., WOW Air, Norse Atlantic, Norwegian Long Haul) face high fuel, crew, airport slots, and aircraft leasing costs, resulting in thin margins.
\n
\n
How Frequent are Transatlantic Flights?
\n
\n
\n
The JFK-LHR route is the world’s busiest long-haul international route, with 44 daily flights:\n
London Heathrow is a key transatlantic hub, connecting 7 of the top 10 routes.
\n
New York (JFK and Newark EWR) appears in 4 of the top 10 routes.
\n
On the Paris CDG - New York JFK route, JetBlue Airways and Norse Atlantic compete with Air France, Delta and American, only operating one daily return flight each.
\n
Air Canada operates 3-4 daily return flights from London to Toronto and 2 on the Paris to Montreal route, where Canadian leisure operator Air Transat operates 1-2 daily return flights.
\n
British Airways operates the highest frequency of transatlantic flights within the top 10 routes: 23 daily return flights. This is followed by United and Virgin Atlantic, each operating 14 daily return flights.
\n
\n
The transatlantic market remains one of the most lucrative and competitive in aviation, driven by dense business and leisure demand. However, it is also one of the hardest markets for new entrants to succeed in. The future of the market is likely to remain shaped by the three big alliances, dominating capacity and frequency, while niche entrants will only survive if they find unique positioning or underserved city pairs.
\n
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In this blog, we explore the size and scale of one of the largest air markets in the world – the Transatlantic - using three charts powered by OAG’s schedules data.
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If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
","post_body":"
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
\n
Also in this edition of Aviation Infographics of the Month:
\n
\n
Last month's top airlines for on-time performance
\n
Three top AI innovations shaping the airline industry
\n
Europe's top country markets at the end of summer
\n
Guess the airline from its most popular destinations
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, subscribe to OAG's weekly digest below. 👇
\n
","rss_summary":"
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
","rss_body":"
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
\n
Also in this edition of Aviation Infographics of the Month:
\n
\n
Last month's top airlines for on-time performance
\n
Three top AI innovations shaping the airline industry
\n
Europe's top country markets at the end of summer
\n
Guess the airline from its most popular destinations
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, subscribe to OAG's weekly digest below. 👇
\n
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If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
\n
Also in this edition of Aviation Infographics of the Month:
\n
\n
Last month's top airlines for on-time performance
\n
Three top AI innovations shaping the airline industry
\n
Europe's top country markets at the end of summer
\n
Guess the airline from its most popular destinations
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, subscribe to OAG's weekly digest below. 👇
\n
","postBodyRss":"
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
\n
Also in this edition of Aviation Infographics of the Month:
\n
\n
Last month's top airlines for on-time performance
\n
Three top AI innovations shaping the airline industry
\n
Europe's top country markets at the end of summer
\n
Guess the airline from its most popular destinations
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, subscribe to OAG's weekly digest below. 👇
\n
","postEmailContent":"
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
","postSummaryRss":"
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
\n
Also in this edition of Aviation Infographics of the Month:
\n
\n
Last month's top airlines for on-time performance
\n
Three top AI innovations shaping the airline industry
\n
Europe's top country markets at the end of summer
\n
Guess the airline from its most popular destinations
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, subscribe to OAG's weekly digest below. 👇
\n
","rssSummary":"
If you looked at the calendar today and thought \"What happened to Q3?\", these infographics are for you! A round up of some of OAG's top data stories from the past month, including the big Megahubs 2025 reveal.
\n
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Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
\n\n
\n
Powered by the industry’s most comprehensive and accurate airline schedules and global flight connections data, OAG’s Megahubs analysis provides essential insights on how flight connectivity evolves and grows across the world’s largest airports. Throughout the past decade, we have closely tracked how these Megahubs have developed, with their networks adapting alongside market trends, airline growth strategies, and the popularity of each destination as a stopover point.
\n
To mark the 10th anniversary this year, we’ve examined the evolution of this year’s Top 10 Global Megahubs over the last decade - set against a backdrop of a near one-third increase in global capacity, now just over six billion seats a year.
\n
Relative to each other, the 2025 Top 10 would have ranked quite differently in 2015, with some of the rankings changing quite considerably for some airports. This reflects the shifting balance of power across the global aviation industry.
\n
\n
\n
\n
\n
\n
\n
Despite the increasing levels of competition, a 24% increase in destinations served underpins London Heathrow (LHR)'s ranking as the best-connected airport over the last decade, and it retains its number one position this year. There are challengers though, and Amsterdam (AMS) has increased its position from 7th up to 3rd most connected hub globally. The other major European hubs in Frankfurt (FRA) and Paris (CDG) have both seen their positions drop - in part as a consequence of reductions in domestic connectivity and a shift to alternate modes of transport. Paris (CDG) is now in 10th place, from 6th a decade ago and Frankfurt (FRA) is down from 3rd to 4th.
\n
At the same time, Megahubs such as Istanbul (IST), Incheon (ICN) and Kuala Lumpur (KUL) have also improved their rankings as their networks and connectivity continues to develop in line with the growth markets that they serve.
\n
\n
Istanbul (IST) moves into 2nd place globally from 4th just 10 years ago, with a 24% increase in the destinations served.
\n
Kuala Lumpur (KUL) moves up to 4th from 5th, with a similar increase in destinations served (22%).
\n
Incheon (ICN) stands out as a big mover, moving up 6th from 10th, with a huge increase in potential connections of 58% on the busiest day of the year.
\n
\n
Amongst the US airports in the Top 10, Atlanta (ATL) has held its position, relative to the others, in 8th place. Chicago O’Hare (ORD), meanwhile, has slipped from what would have been second place in 2015 to 7th in 2025, as others have seen a bigger increase in connections relative to the destinations served.
\n
While many of the changes are subtle, a glance back just ten years shows us how the world is changing and perhaps point to how those Megahubs will evolve in the next decade.
\n
","head_html":null,"post_body":"
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
\n\n
\n
Powered by the industry’s most comprehensive and accurate airline schedules and global flight connections data, OAG’s Megahubs analysis provides essential insights on how flight connectivity evolves and grows across the world’s largest airports. Throughout the past decade, we have closely tracked how these Megahubs have developed, with their networks adapting alongside market trends, airline growth strategies, and the popularity of each destination as a stopover point.
\n
To mark the 10th anniversary this year, we’ve examined the evolution of this year’s Top 10 Global Megahubs over the last decade - set against a backdrop of a near one-third increase in global capacity, now just over six billion seats a year.
\n
Relative to each other, the 2025 Top 10 would have ranked quite differently in 2015, with some of the rankings changing quite considerably for some airports. This reflects the shifting balance of power across the global aviation industry.
\n
\n
\n
\n
\n
\n
\n
Despite the increasing levels of competition, a 24% increase in destinations served underpins London Heathrow (LHR)'s ranking as the best-connected airport over the last decade, and it retains its number one position this year. There are challengers though, and Amsterdam (AMS) has increased its position from 7th up to 3rd most connected hub globally. The other major European hubs in Frankfurt (FRA) and Paris (CDG) have both seen their positions drop - in part as a consequence of reductions in domestic connectivity and a shift to alternate modes of transport. Paris (CDG) is now in 10th place, from 6th a decade ago and Frankfurt (FRA) is down from 3rd to 4th.
\n
At the same time, Megahubs such as Istanbul (IST), Incheon (ICN) and Kuala Lumpur (KUL) have also improved their rankings as their networks and connectivity continues to develop in line with the growth markets that they serve.
\n
\n
Istanbul (IST) moves into 2nd place globally from 4th just 10 years ago, with a 24% increase in the destinations served.
\n
Kuala Lumpur (KUL) moves up to 4th from 5th, with a similar increase in destinations served (22%).
\n
Incheon (ICN) stands out as a big mover, moving up 6th from 10th, with a huge increase in potential connections of 58% on the busiest day of the year.
\n
\n
Amongst the US airports in the Top 10, Atlanta (ATL) has held its position, relative to the others, in 8th place. Chicago O’Hare (ORD), meanwhile, has slipped from what would have been second place in 2015 to 7th in 2025, as others have seen a bigger increase in connections relative to the destinations served.
\n
While many of the changes are subtle, a glance back just ten years shows us how the world is changing and perhaps point to how those Megahubs will evolve in the next decade.
\n
","topic_ids":[66382214546],"html_title":"Megahubs: 10 Years On | The World's Most Connected Airports","rss_summary":"
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
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Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
\n\n
\n
Powered by the industry’s most comprehensive and accurate airline schedules and global flight connections data, OAG’s Megahubs analysis provides essential insights on how flight connectivity evolves and grows across the world’s largest airports. Throughout the past decade, we have closely tracked how these Megahubs have developed, with their networks adapting alongside market trends, airline growth strategies, and the popularity of each destination as a stopover point.
\n
To mark the 10th anniversary this year, we’ve examined the evolution of this year’s Top 10 Global Megahubs over the last decade - set against a backdrop of a near one-third increase in global capacity, now just over six billion seats a year.
\n
Relative to each other, the 2025 Top 10 would have ranked quite differently in 2015, with some of the rankings changing quite considerably for some airports. This reflects the shifting balance of power across the global aviation industry.
\n
\n
\n
\n
\n
\n
\n
Despite the increasing levels of competition, a 24% increase in destinations served underpins London Heathrow (LHR)'s ranking as the best-connected airport over the last decade, and it retains its number one position this year. There are challengers though, and Amsterdam (AMS) has increased its position from 7th up to 3rd most connected hub globally. The other major European hubs in Frankfurt (FRA) and Paris (CDG) have both seen their positions drop - in part as a consequence of reductions in domestic connectivity and a shift to alternate modes of transport. Paris (CDG) is now in 10th place, from 6th a decade ago and Frankfurt (FRA) is down from 3rd to 4th.
\n
At the same time, Megahubs such as Istanbul (IST), Incheon (ICN) and Kuala Lumpur (KUL) have also improved their rankings as their networks and connectivity continues to develop in line with the growth markets that they serve.
\n
\n
Istanbul (IST) moves into 2nd place globally from 4th just 10 years ago, with a 24% increase in the destinations served.
\n
Kuala Lumpur (KUL) moves up to 4th from 5th, with a similar increase in destinations served (22%).
\n
Incheon (ICN) stands out as a big mover, moving up 6th from 10th, with a huge increase in potential connections of 58% on the busiest day of the year.
\n
\n
Amongst the US airports in the Top 10, Atlanta (ATL) has held its position, relative to the others, in 8th place. Chicago O’Hare (ORD), meanwhile, has slipped from what would have been second place in 2015 to 7th in 2025, as others have seen a bigger increase in connections relative to the destinations served.
\n
While many of the changes are subtle, a glance back just ten years shows us how the world is changing and perhaps point to how those Megahubs will evolve in the next decade.
\n
","postBodyRss":"
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
\n\n
\n
Powered by the industry’s most comprehensive and accurate airline schedules and global flight connections data, OAG’s Megahubs analysis provides essential insights on how flight connectivity evolves and grows across the world’s largest airports. Throughout the past decade, we have closely tracked how these Megahubs have developed, with their networks adapting alongside market trends, airline growth strategies, and the popularity of each destination as a stopover point.
\n
To mark the 10th anniversary this year, we’ve examined the evolution of this year’s Top 10 Global Megahubs over the last decade - set against a backdrop of a near one-third increase in global capacity, now just over six billion seats a year.
\n
Relative to each other, the 2025 Top 10 would have ranked quite differently in 2015, with some of the rankings changing quite considerably for some airports. This reflects the shifting balance of power across the global aviation industry.
\n
\n
\n
\n
\n
\n
\n
Despite the increasing levels of competition, a 24% increase in destinations served underpins London Heathrow (LHR)'s ranking as the best-connected airport over the last decade, and it retains its number one position this year. There are challengers though, and Amsterdam (AMS) has increased its position from 7th up to 3rd most connected hub globally. The other major European hubs in Frankfurt (FRA) and Paris (CDG) have both seen their positions drop - in part as a consequence of reductions in domestic connectivity and a shift to alternate modes of transport. Paris (CDG) is now in 10th place, from 6th a decade ago and Frankfurt (FRA) is down from 3rd to 4th.
\n
At the same time, Megahubs such as Istanbul (IST), Incheon (ICN) and Kuala Lumpur (KUL) have also improved their rankings as their networks and connectivity continues to develop in line with the growth markets that they serve.
\n
\n
Istanbul (IST) moves into 2nd place globally from 4th just 10 years ago, with a 24% increase in the destinations served.
\n
Kuala Lumpur (KUL) moves up to 4th from 5th, with a similar increase in destinations served (22%).
\n
Incheon (ICN) stands out as a big mover, moving up 6th from 10th, with a huge increase in potential connections of 58% on the busiest day of the year.
\n
\n
Amongst the US airports in the Top 10, Atlanta (ATL) has held its position, relative to the others, in 8th place. Chicago O’Hare (ORD), meanwhile, has slipped from what would have been second place in 2015 to 7th in 2025, as others have seen a bigger increase in connections relative to the destinations served.
\n
While many of the changes are subtle, a glance back just ten years shows us how the world is changing and perhaps point to how those Megahubs will evolve in the next decade.
\n
","postEmailContent":"
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
\n","postSummaryRss":"
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
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Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
\n\n
\n
Powered by the industry’s most comprehensive and accurate airline schedules and global flight connections data, OAG’s Megahubs analysis provides essential insights on how flight connectivity evolves and grows across the world’s largest airports. Throughout the past decade, we have closely tracked how these Megahubs have developed, with their networks adapting alongside market trends, airline growth strategies, and the popularity of each destination as a stopover point.
\n
To mark the 10th anniversary this year, we’ve examined the evolution of this year’s Top 10 Global Megahubs over the last decade - set against a backdrop of a near one-third increase in global capacity, now just over six billion seats a year.
\n
Relative to each other, the 2025 Top 10 would have ranked quite differently in 2015, with some of the rankings changing quite considerably for some airports. This reflects the shifting balance of power across the global aviation industry.
\n
\n
\n
\n
\n
\n
\n
Despite the increasing levels of competition, a 24% increase in destinations served underpins London Heathrow (LHR)'s ranking as the best-connected airport over the last decade, and it retains its number one position this year. There are challengers though, and Amsterdam (AMS) has increased its position from 7th up to 3rd most connected hub globally. The other major European hubs in Frankfurt (FRA) and Paris (CDG) have both seen their positions drop - in part as a consequence of reductions in domestic connectivity and a shift to alternate modes of transport. Paris (CDG) is now in 10th place, from 6th a decade ago and Frankfurt (FRA) is down from 3rd to 4th.
\n
At the same time, Megahubs such as Istanbul (IST), Incheon (ICN) and Kuala Lumpur (KUL) have also improved their rankings as their networks and connectivity continues to develop in line with the growth markets that they serve.
\n
\n
Istanbul (IST) moves into 2nd place globally from 4th just 10 years ago, with a 24% increase in the destinations served.
\n
Kuala Lumpur (KUL) moves up to 4th from 5th, with a similar increase in destinations served (22%).
\n
Incheon (ICN) stands out as a big mover, moving up 6th from 10th, with a huge increase in potential connections of 58% on the busiest day of the year.
\n
\n
Amongst the US airports in the Top 10, Atlanta (ATL) has held its position, relative to the others, in 8th place. Chicago O’Hare (ORD), meanwhile, has slipped from what would have been second place in 2015 to 7th in 2025, as others have seen a bigger increase in connections relative to the destinations served.
\n
While many of the changes are subtle, a glance back just ten years shows us how the world is changing and perhaps point to how those Megahubs will evolve in the next decade.
\n
","rssSummary":"
Megahubs 2025 is the 10th annual edition of the market's definitive ranking of the top internationally connected airports in the world. From 2015 to today, these airports have shaped how the world connects. OAG’s Chief Analyst, John Grant, takes a look at a decade of growth.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more indepth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more indepth insights and analysis, watch the full panel discussion below:
","topic_ids":[67554932020],"html_title":"The Rise of the Superconnectors | Webinars | OAG","rss_summary":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n","published_at":1758712598874,"campaign_name":"2025 Q3: Webinar Content","featured_image":"https://490937.fs1.hubspotusercontent-na1.net/hubfs/490937/September%20webinar%20background%20image.jpg","layout_sections":{},"published_by_id":64413925,"has_user_changes":true,"meta_description":"The live panel explore the rise of superconnectors in the Gulf region and Türkiye, their impact on global connectivity, and discuss future growth 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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more indepth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more indepth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more indepth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more indepth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more indepth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\n
The live panel discussed:
\n
\n
Are tourism patterns changing? Where is everyone going this year?
\n
What impact, if any, might tariffs be having on tourism?
\n
With a flurry of new 2030 tourism targets being announced this year, where will we all be going in the next 5 years?
\n
\n\n
A look at growth trends
\n
The panel began by starting at the top and looking at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.2% ahead of 2024.
\n
For the year to date so far (Jan - June 25), capacity is 3.2% ahead of the same months in 2024.
\n
Spain-UK is the top country pair in terms of summer capacity.
\n
\n
\n
Tariff impacts
\n
Next, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n
\n
The results show a fall in arrivals from the Top 20 countries, with big reductions from Germany, France, the Netherlands, South Korea, and Ecuador.
\n
This time last year (May 2024), year-on-year growth for the top 20 visitor markets was +12.4%, with strong growth from all of the above countries.
\n
Year-to-date position shows that 11 of the Top 20 markets are flat or contracting.
\n
\n
\n
\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n
\n
Geopolitics and aviation
\n
In the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\n
Whilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n
\n
TOURISM TARGETS
\n
With 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n
\n
What next?
\n
Having just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\n
The live panel discussed:
\n
\n
Are tourism patterns changing? Where is everyone going this year?
\n
What impact, if any, might tariffs be having on tourism?
\n
With a flurry of new 2030 tourism targets being announced this year, where will we all be going in the next 5 years?
\n
\n\n
A look at growth trends
\n
The panel began by starting at the top and looking at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.2% ahead of 2024.
\n
For the year to date so far (Jan - June 25), capacity is 3.2% ahead of the same months in 2024.
\n
Spain-UK is the top country pair in terms of summer capacity.
\n
\n
\n
Tariff impacts
\n
Next, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n
\n
The results show a fall in arrivals from the Top 20 countries, with big reductions from Germany, France, the Netherlands, South Korea, and Ecuador.
\n
This time last year (May 2024), year-on-year growth for the top 20 visitor markets was +12.4%, with strong growth from all of the above countries.
\n
Year-to-date position shows that 11 of the Top 20 markets are flat or contracting.
\n
\n
\n
\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n
\n
Geopolitics and aviation
\n
In the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\n
Whilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n
\n
TOURISM TARGETS
\n
With 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n
\n
What next?
\n
Having just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\n
The live panel discussed:
\n
\n
Are tourism patterns changing? Where is everyone going this year?
\n
What impact, if any, might tariffs be having on tourism?
\n
With a flurry of new 2030 tourism targets being announced this year, where will we all be going in the next 5 years?
\n
\n\n
A look at growth trends
\n
The panel began by starting at the top and looking at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.2% ahead of 2024.
\n
For the year to date so far (Jan - June 25), capacity is 3.2% ahead of the same months in 2024.
\n
Spain-UK is the top country pair in terms of summer capacity.
\n
\n
\n
Tariff impacts
\n
Next, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n
\n
The results show a fall in arrivals from the Top 20 countries, with big reductions from Germany, France, the Netherlands, South Korea, and Ecuador.
\n
This time last year (May 2024), year-on-year growth for the top 20 visitor markets was +12.4%, with strong growth from all of the above countries.
\n
Year-to-date position shows that 11 of the Top 20 markets are flat or contracting.
\n
\n
\n
\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n
\n
Geopolitics and aviation
\n
In the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\n
Whilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n
\n
TOURISM TARGETS
\n
With 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n
\n
What next?
\n
Having just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\n
The live panel discussed:
\n
\n
Are tourism patterns changing? Where is everyone going this year?
\n
What impact, if any, might tariffs be having on tourism?
\n
With a flurry of new 2030 tourism targets being announced this year, where will we all be going in the next 5 years?
\n
\n\n
A look at growth trends
\n
The panel began by starting at the top and looking at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.2% ahead of 2024.
\n
For the year to date so far (Jan - June 25), capacity is 3.2% ahead of the same months in 2024.
\n
Spain-UK is the top country pair in terms of summer capacity.
\n
\n
\n
Tariff impacts
\n
Next, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n
\n
The results show a fall in arrivals from the Top 20 countries, with big reductions from Germany, France, the Netherlands, South Korea, and Ecuador.
\n
This time last year (May 2024), year-on-year growth for the top 20 visitor markets was +12.4%, with strong growth from all of the above countries.
\n
Year-to-date position shows that 11 of the Top 20 markets are flat or contracting.
\n
\n
\n
\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n
\n
Geopolitics and aviation
\n
In the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\n
Whilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n
\n
TOURISM TARGETS
\n
With 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n
\n
What next?
\n
Having just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\n
The live panel discussed:
\n
\n
Are tourism patterns changing? Where is everyone going this year?
\n
What impact, if any, might tariffs be having on tourism?
\n
With a flurry of new 2030 tourism targets being announced this year, where will we all be going in the next 5 years?
\n
\n\n
A look at growth trends
\n
The panel began by starting at the top and looking at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.2% ahead of 2024.
\n
For the year to date so far (Jan - June 25), capacity is 3.2% ahead of the same months in 2024.
\n
Spain-UK is the top country pair in terms of summer capacity.
\n
\n
\n
Tariff impacts
\n
Next, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n
\n
The results show a fall in arrivals from the Top 20 countries, with big reductions from Germany, France, the Netherlands, South Korea, and Ecuador.
\n
This time last year (May 2024), year-on-year growth for the top 20 visitor markets was +12.4%, with strong growth from all of the above countries.
\n
Year-to-date position shows that 11 of the Top 20 markets are flat or contracting.
\n
\n
\n
\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n
\n
Geopolitics and aviation
\n
In the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\n
Whilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n
\n
TOURISM TARGETS
\n
With 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n
\n
What next?
\n
Having just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\n
The live panel discussed:
\n
\n
Are tourism patterns changing? Where is everyone going this year?
\n
What impact, if any, might tariffs be having on tourism?
\n
With a flurry of new 2030 tourism targets being announced this year, where will we all be going in the next 5 years?
\n
\n\n
A look at growth trends
\n
The panel began by starting at the top and looking at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.2% ahead of 2024.
\n
For the year to date so far (Jan - June 25), capacity is 3.2% ahead of the same months in 2024.
\n
Spain-UK is the top country pair in terms of summer capacity.
\n
\n
\n
Tariff impacts
\n
Next, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n
\n
The results show a fall in arrivals from the Top 20 countries, with big reductions from Germany, France, the Netherlands, South Korea, and Ecuador.
\n
This time last year (May 2024), year-on-year growth for the top 20 visitor markets was +12.4%, with strong growth from all of the above countries.
\n
Year-to-date position shows that 11 of the Top 20 markets are flat or contracting.
\n
\n
\n
\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n
\n
Geopolitics and aviation
\n
In the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\n
Whilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n
\n
TOURISM TARGETS
\n
With 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n
\n
What next?
\n
Having just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\n
The live panel discussed:
\n
\n
Are tourism patterns changing? Where is everyone going this year?
\n
What impact, if any, might tariffs be having on tourism?
\n
With a flurry of new 2030 tourism targets being announced this year, where will we all be going in the next 5 years?
\n
\n\n
A look at growth trends
\n
The panel began by starting at the top and looking at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.2% ahead of 2024.
\n
For the year to date so far (Jan - June 25), capacity is 3.2% ahead of the same months in 2024.
\n
Spain-UK is the top country pair in terms of summer capacity.
\n
\n
\n
Tariff impacts
\n
Next, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n
\n
The results show a fall in arrivals from the Top 20 countries, with big reductions from Germany, France, the Netherlands, South Korea, and Ecuador.
\n
This time last year (May 2024), year-on-year growth for the top 20 visitor markets was +12.4%, with strong growth from all of the above countries.
\n
Year-to-date position shows that 11 of the Top 20 markets are flat or contracting.
\n
\n
\n
\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n
\n
Geopolitics and aviation
\n
In the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\n
Whilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n
\n
TOURISM TARGETS
\n
With 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n
\n
What next?
\n
Having just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n","has_user_changes":true,"last_edit_session_id":null,"last_edit_update_id":null,"html_title":"Fleets, Finances and Forecasts: How Are Airlines Doing? | Webinars | OAG","tag_ids":[67554932020,191426342405],"topic_ids":[67554932020,191426342405],"campaign_name":"2025 Q2: Webinar Content","campaign_utm":"12386840-2025%20Q2%3A%20Webinar%20Content","enable_google_amp_output_override":false,"featured_image":"https://www.oag.com/hubfs/May%202025%20webinar%20featured%20image.jpg","featured_image_alt_text":"","head_html":null,"is_crawlable_by_bots":false,"link_rel_canonical_url":"","meta_description":"Explore the latest trends in airline fleets, capacity growth, and infrastructure challenges from our aviation industry webinar.","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\n
The live panel discussed:
\n
\n
With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
\n
How will future orders shape global fleets going forward?
\n
Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
\n
Is lack of investment in infrastructure holding airlines back?
\n
\n\n
A look at growth trends
\n
As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\n
\n
The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
\n
For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
\n
\n
\n
It's a narrowbody world
\n
Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\n
\n
Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
\n
\n
\n
How will today's orders shape tomorrow's fleets?
\n
Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\n
\n
Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
\n
For North America and Oceania, many more of the aircraft on order will be for replacement.
\n
\n
\n
Infrastructure bottlenecks
\n
Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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The live panel discussed:
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With some recent big orders, how are airline fleets evolving? Who is leading in terms of growth, and where?
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How will future orders shape global fleets going forward?
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Can airlines accurately forecast demand in the current era of tariffs and geopolitical turmoil?
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Is lack of investment in infrastructure holding airlines back?
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A look at growth trends
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As usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
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The data shows capacity for this summer is expected to be 3.1% ahead of 2024.
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For the year to date so far (January - May 2025), capacity is 3.3% ahead of the same months in 2024.
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It's a narrowbody world
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Next, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
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Looking at a snapshot of how it breaks down in percentage terms, narrowbodies were almost 70% in 2015, they're now 76% of the market. So while some of the big orders recently have been for widebodies, it's a narrowbody world in terms of how people are travelling.
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How will today's orders shape tomorrow's fleets?
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Next, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
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Asia has the largest fleet currently, accounting for a third of all aircraft. It also has the youngest fleet, with an average aircraft age of 12 years, meaning that more of the aircraft on order will facilitate growth rather than fleet replacement.
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For North America and Oceania, many more of the aircraft on order will be for replacement.
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Infrastructure bottlenecks
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Next, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\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.
\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.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\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.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\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.
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","postBodyRss":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n","postSummaryRss":"
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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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.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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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.
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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.
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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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