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Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
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Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
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The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
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Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
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Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
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\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
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Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
","rss_summary":"
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Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n","post_body":"
\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
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\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
","postBodyRss":"
\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
","postEmailContent":"
\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n","postSummaryRss":"
\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
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\n
Welcome to the first of a series of articles focusing on Southeast Asia’s aviation industry. Here we explore the growing market emerging between India and Southeast Asia.
\n\n
Following the pandemic, the Southeast Asian tourism industry turned its attention to India, hoping to capture one of the fastest growing outbound markets in the world as the region moved from recovery into growth. This year promises to see more Southeast Asian countries tapping into the strength of the outbound Indian market for a variety of reasons, outlined below and explored in greater detail throughout this article:
\n
\n
Southeast Asian countries are actively targeting the Indian market to diversify their tourism base beyond traditional sources.
\n
Southeast Asia views India as a key market to reduce dependence on China, especially amid declining Chinese arrivals.
\n
Liberal visa policies for Indian nationals in 2023 and 2024 have facilitated easier travel to Southeast Asia.
\n
The declaration of 2025 as the ASEAN-India Year of Tourism has heightened interest and promotional efforts.
\n
Increased airline seat capacity and new routes have improved connectivity between India and Southeast Asia.
\n
\n
Southeast Asia sees strong recovery of Indian visitor arrivals to Malaysia, Thailand and Vietnam
\n
In 2024:
\n
\n
The largest Southeast Asian market for Indian arrivals was Thailand, reaching 2 million visitor arrivals, an increase of 8.6% compared to 2019 levels.
\n
Singapore’s Indian arrivals are yet to return to pre-pandemic levels and remained 16% below 2019.
\n
Strong growth has taken place in Malaysia, where Indian arrivals increased by 54%compared to 2019, reaching over 1.1 million.
\n
However, the most dramatic growth has taken place in Vietnam; where Indian arrivals nearly tripled in 2024 (compared to 2019); pre pandemic, India did not feature in Vietnam’s Top 15 source markets, in 2024 it has become Vietnam’s sixth largest market.
\n
\n
\n
Airline seat capacity to India rises, in line with increasing arrivals to Southeast Asia
\n
Seat capacity from India to Southeast Asia has rebounded since the pandemic, exceeding 2019 numbers in 2024. This growth continues in 2025 with scheduled seats projected to exceed pre-pandemic levels by 29% (based on data as of March 2025).
\n
\n
The key markets of Thailand, Singapore, and Malaysia which already had relatively high levels of seat capacity from India before the pandemic, have now exceeded those numbers:
\n
Thailand has the highest number of scheduled seats from India in the region, at 3.8 million in 2025, +21% vs 2019. It is also the most connected to India, with 39 routes operating between 19 Indian cities and three major airports in Thailand – Bangkok Suvarnabhumi, Bangkok Don Mueang, and Phuket – an extra 10 routes compared to pre-pandemic.
\n
Malaysia’s Indian seat capacity is only +4% vs 2019 levels, but it has also seen a major expansion in Indian connectivity since 2024, with new routes from Kuala Lumpur to secondary Indian cities of Kozhikode and Lucknow. The total number of connections between the two countries had fallen from 14 in 2019 down to just 9 in 2021 due to the pandemic, but it has since surged to 20 in 2024.
\n
Singapore has 3.5 million scheduled seats from India in 2025, +22% vs 2019, although the number of city connections remains just below 2019 levels, with routes to 17 Indian cities. Despite seat capacity surpassing 2019 levels, Indian visitor arrivals to Singapore are still 16% behind pre-pandemic numbers, unlike Malaysia. This contrast points to Singapore being more commonly used as a transit hub for outbound Indian travellers.
\n
\n
Notably, Indonesia and Vietnam showed significant growth of seat capacity from India, +1,914% and +2,425% vs 2019, respectively. Coming in from a low base in 2019, the two countries boosted capacity post-pandemic, supported by their recently expanded air service agreements with India.
\n
Air capacity between Indonesia and India was previously limited to 28 weekly flights per country. The two countries revised their bilateral air service agreement in January 2025, shifting from a flight-based limit to a seat-based capacity system. The new agreement now allows airlines to operate up to 9,000 one-way seats per week, which translates to almost 50 weekly one-way flights.
\n
The bilateral air service agreement between India and Vietnam, which was also previously limited to 28 weekly flights, was increased to 42 weekly flights in 2024. This increase is in line with the recent surge in Indian arrivals to Vietnam, with visitor numbers reaching nearly 200% above pre-pandemic levels in 2024.
\n
Interestingly, the Philippines have yet to recover any direct flights to India, despite the introduction of an e-visa scheme. Manila-Delhi was the only connection available between the two countries in 2019. Growth had started to take place in early 2020, however after air travel came to a standstill due to the pandemic, it has been slow to return between these two countries. Indian international arrivals to the Philippines are also seeing the lowest recovery rate in the region, with capacity lagging behind at -42% vs 2019 levels.
\n
\n
\n
\n
\n
\n
Southeast Asian Airlines Dominate Capacity
\n
Southeast Asian airlines have operated the majority of scheduled capacity from India since before the pandemic, and while that remains the case in 2025 the share operated by Indian carriers is growing, up to 37.2%. And with India’s two main carriers set to receive some of the largest global aircraft orders in the next decade, this imbalance is likely to be corrected in the short to medium term.
\n
\n
\n
In Malaysia, local airlines are responsible for 87% of all seats from India in 2025, with the combined seats from AirAsia Group and Malaysia Airlines alone occupying a huge three-quarters (75%) of the total seats.
\n
Singapore Airlines was early to the game when it came to tapping into the Indian aviation market. As a joint venture with India’s Tata Sons, the group founded Vistara in 2013 which quickly climbed up as one of India’s largest domestic carriers. The airline launched its first international route to Singapore in 2019. Tata Group’s acquisition of Air India in 2022 led to the eventual merger of Air India and Vistara in 2024, which granted Singapore Airlines a 25.1% stake in the Air India group, as well as a one-off $1.10 billion SGD revenue gain. It is expected that Singapore Airlines and Air India will continue to deepen their relationship and expand their connectivity.
\n
Cambodia and Brunei also joined the race for Indian arrivals by opening their first direct flights with India in 2024, operated by flag carriers Cambodia Angkor Air and Royal Brunei Airlines, respectively. These direct connections are the first step towards attracting more Indian tourists.
\n
In Vietnam, the share of seats from India to Vietnam by local airlines increased from only 18% in 2019 to 78% in 2025. VietJet grew from just 4,680 seats in 2019 to 476,587 in 2025, occupying over half (52%) of all available seats from India to Vietnam. VietJet recently opened four new China routes linking Hanoi and Ho Chi Minh City with Beijing and Guangzhou. The airline expects these flight routes to ease access and shorten flight times between India and China, looking potentially to position Vietnam as a hub to link India and China given the limited connectivity between these two markets. Geographically, it also makes more sense to fly via Vietnam rather than Singapore.
\n
Meanwhile, no Indonesian airlines currently operate any direct flights to India. However, following the expansion of the air service agreement, it is likely that Indonesian airlines will begin to build connectivity with India. One such airline is AirAsia Indonesia, who has already expressed its interest to open Indian routes. Airlines may also look beyond main gateway Jakarta to iconic tourist destination Bali, given that India is the second largest market to the island, only behind Australia, despite the lack of direct flights.
\n
Who Are the Key Players?
\n
Low-cost carriers (LCCs) operate the largest share of capacity operating between India and Southeast Asia in 2025.
\n
\n
AirAsia is currently the largest operator between India and Malaysia, serving 16 routes between the two countries, doubling from only 8 in 2019. Along with its subsidiary AirAsia X, the group occupies 41% share of total scheduled seats from India to Malaysia in 2025.
\n
The AirAsia group also has the most routes to India in the Thai aviation market at 16, including 3 Indian connections to Phuket, in addition to Bangkok Don Mueang. In comparison, Thai Airways, who occupies the biggest share (25%) of seats, only has 9 routes, operating solely out of Bangkok Suvarnabhumi.
\n
Indian airlineIndiGo occupies another quarter (25%) share of total scheduled seats in 2025, operating 14 routes between India and Thailand, two short of Thai AirAsia.
\n
\n
\n
Beyond the Metros: A Push for Connectivity to and From Secondary Cities
\n
With major metropolitan cities in India now connected to major gateways in Southeast Asia, the next logical step for airline expansion is secondary city connections, hoping to further their reach into previously untapped markets.
\n
\n
While Southeast Asian airlines are looking to connect key cities with Indian secondary cities, IndiGo is looking to connect secondary Indian cities to secondary Southeast Asian destinations. The Indian carrier recently opened the Bengaluru-Langkawi and Chennai-Penang routes in 2024, becoming the only carrier to connect Malaysian cities (other than Kuala Lumpur) to India. In Thailand, IndiGo also expanded to secondary cities, launching routes to Phuket and Krabi. With IndiGo’s significant fleet order meaning a new A320 series aircraft will arrive every week for the next decade, there will be plenty of opportunity for growth out of India.
\n
Southeast Asia has seen India as a valuable market that could diversify their reliance on the Chinese market for some time now. However, at a time where a lull in Chinese arrivals is being experienced in countries like Thailand, which have had a series of unfortunate incidents that have impacted traveller sentiment –interest is only set to intensify.
\n
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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
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","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
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:
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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
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
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
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
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","postSummaryRss":"
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
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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The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
\n
In recent years, the Middle East has established a leading position in developing new markets and connecting the region to the rest of the world with non-stop services to all continents and key cities. The region has a highly competitive environment with best-in-class airlines operating in all segments, alongside ambitious plans for new aircraft and routes. This makes the Middle East a real hot-spot in the aviation industry.
\n
\n
Setting the Scene of Today's Aviation Landscape
\n
The Middle East is the sixth largest region in the world based on available capacity, with 270 million one-way seats in 2024 placing the region ahead of Eastern Europe and behind South Asia.
\n
\n
The sixth-place position may appear lower than the wider public perception, but two important factors need to be remembered when discussing the Middle East:
\n
\n
There are very few domestic markets within the region, and whilst they are crucial for connectivity in some of the larger Middle East markets they account for just 20% of all capacity.\n
\n
The major domestic markets are in Saudi Arabia and Iran which account for 94% of all domestic seats - the Saudi Arabian domestic market is three times larger than Iran’s domestic market, despite the larger population in Iran.
\n
\n
\n
Despite the broader market maturity, there are still some countries where market growth has been modest in recent years such as Bahrain, Kuwait and Jordan – these countries have not seen the levels of growth associated with some of the larger, high-profile markets in the region.
\n
\n
\n
Compared its five larger peers, the Middle East has experienced the second strongest recovery in global airline capacity (domestic and international) since 2019, with only South-East Asia (and essentially India) recording higher growth.
\n
Each region in the world has been following its own recovery trajectory post-pandemic - in 2024, South-East Asia was still in recovery and while 13.3% below 2019 levels it is now in a stronger phase of growth - which is important given the region’s connectivity and demand to and from the Middle East.
\n
\n
\n
A more in-depth analysis of the pandemic travel recovery focusing solely on international capacity reveals an even more optimistic outlook for the Middle East market, with a near 9% rate of growth representing 218 million seats.
\n
In comparison to the five larger regional markets, on international capacity the Middle East has reported the second strongest recovery with two regional markets, North-East and South-East Asia still below pre-pandemic levels at the end of 2024.
\n
\n
Middle East Airlines: Big AMbitions, Fierce Competition
\n
As of 2024, two Middle Eastern Carriers have gained prominence worldwide; Emirates and Qatar Airways are the only two Middle Eastern airlines to feature in 2024’s Top 20 Global Airlines for Capacity and the Top 10 Global Airlines by ASKs.
\n
\n
Emirates is now the 14th largest carrier globally by seat capacity and ranks 4th in terms of available seat kilometers (ASKs). In ASK terms, it trails only the three major US mainline airlines.
\n
Qatar Airways has experienced dramatic growth in the last decade, as it developed Doha as a global connecting point and moved from 36th largest airline globally 10 years ago to 19th in 2024. In terms of ASKs, Qatar Airways has advanced from 17th to 6th largest globally in 2024.
\n
The airline’s growth strategy is evident when looking at the Top 10 carriers in the Middle East. In 2024, Qatar Airways’ capacity increased by 18% compared to 2019, while both Emirates and Saudia remained behind 2019 levels by 7% and 10%, respectively.
\n
\n
Amongst the 10 largest carriers in the region, flynas - the Saudi based, privately owned carrier - is the fastest growing, increasing capacity by 63% in 2024 (compared to 2019 levels). This growth rate exceeded flydubai who also recorded strong growth of 56% in 2024. Both flynas and flydubai operated similar volumes of capacity in 2024, at around 14.4m departing seats – although flynas is just ahead by 25,000 seats.
\n
flydubai and flynas’ networks are similar, however flynas benefits from a large domestic market within Saudi Arabia, allowing them to operate a more diverse route network.
\n
flynas 2024 network
\n
\n
flydubai 2024 network
\n
Looking to the legacy carriers, it’s clear that both Emirates and Qatar Airways are playing in similar spaces with very similar route networks.
\n
\n
Emirates 2024 network
\n
\n
Qatar Airways 2024 network
\n
It’s clear from looking at Emirates and flydubai that there are clear synergies between their short-haul and long-haul networks and this is only likely to continue as competition rises in the region. The combined position in capacity terms of both Emirates and flydubai cements the Emirates Group as the largest, with over 50 million departing seats in 2024, and 23% of the market for Middle East domiciled carriers.
Connecting Global Hubs: The Strategic Role of Middle East Aviation Hubs
\n
Alongside the ever-growing local market demand, the key feature of the Middle East and particularly the bigger markets of the UAE, Qatar, and Saudi Arabia, is the depth of network that they offer to travelers.
\n
Non-stop flights from the region’s major hub airports reach every continent, with only a handful of international markets remaining unserved directly.
\n
Doha to Auckland is currently the longest non-stop route operated from the Middle East by Qatar Airways, which at 7,843 Nautical Miles is slightly longer than Emirates’ Dubai to Auckland route at 7,664 Nautical Miles.
\n
Currently, key South American markets such as Lima and Santiago fall just outside the operational reach from the Middle East. In time, with ever increasing aircraft ranges, it is likely these destinations will provide new markets for the network carriers to increase their revenues further.
\n
For many airlines around the world, connecting traffic has been the cornerstone of network growth, using 6th freedom traffic flows to support local demand and allow the introduction of new routes. The proposition being that as economic activity develops, populations grow, and trade advances, the local proportions of traffic will increase, potentially reducing reliance on the lower yielding transfer traffic that supported the route’s launch in the first place.
\n
The analysis below shows the percentage of connecting traffic carried by the region’s major airlines at key intervals since 2015 and highlights each carrier’s dependency on connecting passengers.
\n
\n
\n
The inclusion of flydubai alongside Emirates reflects the degree to which the two airlines are increasingly coordinating schedules, transfer traffic and operational facilities to cross feed revenue within the broader Emirates Group, despite their differences in operating models.
\n
For what has traditionally been regarded as the “Big Three” - Emirates, Qatar Airways and Etihad – most of their passengers are connecting through their respective hub facilities with a range of between 84% for Qatar Airways to 66% for Emirates. While slight adjustments in their proportional connecting shares have occurred over the years, the ongoing network growth and increased connectivity almost inevitably leads to continued high connecting shares. Interestingly, the hybrid model of flydubai does show their increasing proportion of connecting traffic from 2015 to 2024 as the airline has in recent years been taking greater steps to align its network to that of Emirates.
\n
Looking ahead and recognizing the ongoing developments in Saudi Arabia, Saudia - the current national airline and base carrier - has less than half of its traffic connecting through the Riyadh hub on international-to-international routings. Historic connectivity numbers at Riyadh reflect previous visa requirements which have been eased in recent years. However, reaching the levels of connecting traffic seen at other major Middle Eastern hubs will be a significant challenge in the years ahead.
\n
Charting Growth: Middle East LCCs Double Market Share in a Decade
\n
In 2024, LCCs accounted for 29% of capacity in the Middle East, having more than doubled in the last decade from just 13% of capacity in 2014. By comparison, globally, LCCs operated 34% of capacity in 2024.
\n
\n
Tapping into a growing desire to fly within the region, LCC capacity has grown at a much faster rate than mainline capacity, increasing by an average of 11.5% year on year in the last decade, compared to a mainline growth rate of just 1.4% each year over the same time period.
\n
The Middle East LCC market in 2024 has eight main players set out in the chart below. flydubai and flynas are largest, both with almost a quarter of LCC capacity each in the region.
\n
\n
\n
\n
As expected, the majority of each of the main LCC’s capacity is focused on operating within the Middle East region, but as each carrier has evolved, so too have their networks and Africa represents an important market:
\n
\n
This is driven, to some extent, by the Saudi Arabia – Egypt market which accounts for a significant share – for Flyadeal, 96% of their African capacity operates to Egypt, and for flynas, 81%.
\n
This is an important market for Air Arabia too, with 73% of their Middle East – Africa capacity operating into Egypt.
\n
\n
Both flydubai and Air Arabia have a larger share of capacity operating into Asia, predominantly operating to the Indian subcontinent which serves the sizeable blue collar worker market that exists between the Indian subcontinent and the Middle East. Their respective shares of their total Asia capacity into Southern Asia are:
\n
\n
flydubai – 70%
\n
Air Arabia – 81%
\n
\n
Geography also plays a part here, with LCCs preferring to maximize aircraft utilization each day, meaning short sectors of up to 4 hours are optimum in terms of network scheduling. The proximity of India, North Africa, and Central Asia to the Middle East means there are many destinations within these countries and neighboring regions that fit this criteria.
\n
Now that we’ve examined the expansion of networks and capacity in the Middle East, in the second part of this market analysis we’ll turn our focus to profitability and competition. Has this rapid growth resulted in a more competitive market? Do airlines remain profitable? And how does all this affect airfares for the consumer?
\n
Sign up for email updates below and you’ll be first to know when the second part of our Middle East aviation analysis goes live.
\n
","rss_summary":"
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
","post_body":"
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
\n
In recent years, the Middle East has established a leading position in developing new markets and connecting the region to the rest of the world with non-stop services to all continents and key cities. The region has a highly competitive environment with best-in-class airlines operating in all segments, alongside ambitious plans for new aircraft and routes. This makes the Middle East a real hot-spot in the aviation industry.
\n
\n
Setting the Scene of Today's Aviation Landscape
\n
The Middle East is the sixth largest region in the world based on available capacity, with 270 million one-way seats in 2024 placing the region ahead of Eastern Europe and behind South Asia.
\n
\n
The sixth-place position may appear lower than the wider public perception, but two important factors need to be remembered when discussing the Middle East:
\n
\n
There are very few domestic markets within the region, and whilst they are crucial for connectivity in some of the larger Middle East markets they account for just 20% of all capacity.\n
\n
The major domestic markets are in Saudi Arabia and Iran which account for 94% of all domestic seats - the Saudi Arabian domestic market is three times larger than Iran’s domestic market, despite the larger population in Iran.
\n
\n
\n
Despite the broader market maturity, there are still some countries where market growth has been modest in recent years such as Bahrain, Kuwait and Jordan – these countries have not seen the levels of growth associated with some of the larger, high-profile markets in the region.
\n
\n
\n
Compared its five larger peers, the Middle East has experienced the second strongest recovery in global airline capacity (domestic and international) since 2019, with only South-East Asia (and essentially India) recording higher growth.
\n
Each region in the world has been following its own recovery trajectory post-pandemic - in 2024, South-East Asia was still in recovery and while 13.3% below 2019 levels it is now in a stronger phase of growth - which is important given the region’s connectivity and demand to and from the Middle East.
\n
\n
\n
A more in-depth analysis of the pandemic travel recovery focusing solely on international capacity reveals an even more optimistic outlook for the Middle East market, with a near 9% rate of growth representing 218 million seats.
\n
In comparison to the five larger regional markets, on international capacity the Middle East has reported the second strongest recovery with two regional markets, North-East and South-East Asia still below pre-pandemic levels at the end of 2024.
\n
\n
Middle East Airlines: Big AMbitions, Fierce Competition
\n
As of 2024, two Middle Eastern Carriers have gained prominence worldwide; Emirates and Qatar Airways are the only two Middle Eastern airlines to feature in 2024’s Top 20 Global Airlines for Capacity and the Top 10 Global Airlines by ASKs.
\n
\n
Emirates is now the 14th largest carrier globally by seat capacity and ranks 4th in terms of available seat kilometers (ASKs). In ASK terms, it trails only the three major US mainline airlines.
\n
Qatar Airways has experienced dramatic growth in the last decade, as it developed Doha as a global connecting point and moved from 36th largest airline globally 10 years ago to 19th in 2024. In terms of ASKs, Qatar Airways has advanced from 17th to 6th largest globally in 2024.
\n
The airline’s growth strategy is evident when looking at the Top 10 carriers in the Middle East. In 2024, Qatar Airways’ capacity increased by 18% compared to 2019, while both Emirates and Saudia remained behind 2019 levels by 7% and 10%, respectively.
\n
\n
Amongst the 10 largest carriers in the region, flynas - the Saudi based, privately owned carrier - is the fastest growing, increasing capacity by 63% in 2024 (compared to 2019 levels). This growth rate exceeded flydubai who also recorded strong growth of 56% in 2024. Both flynas and flydubai operated similar volumes of capacity in 2024, at around 14.4m departing seats – although flynas is just ahead by 25,000 seats.
\n
flydubai and flynas’ networks are similar, however flynas benefits from a large domestic market within Saudi Arabia, allowing them to operate a more diverse route network.
\n
flynas 2024 network
\n
\n
flydubai 2024 network
\n
Looking to the legacy carriers, it’s clear that both Emirates and Qatar Airways are playing in similar spaces with very similar route networks.
\n
\n
Emirates 2024 network
\n
\n
Qatar Airways 2024 network
\n
It’s clear from looking at Emirates and flydubai that there are clear synergies between their short-haul and long-haul networks and this is only likely to continue as competition rises in the region. The combined position in capacity terms of both Emirates and flydubai cements the Emirates Group as the largest, with over 50 million departing seats in 2024, and 23% of the market for Middle East domiciled carriers.
Connecting Global Hubs: The Strategic Role of Middle East Aviation Hubs
\n
Alongside the ever-growing local market demand, the key feature of the Middle East and particularly the bigger markets of the UAE, Qatar, and Saudi Arabia, is the depth of network that they offer to travelers.
\n
Non-stop flights from the region’s major hub airports reach every continent, with only a handful of international markets remaining unserved directly.
\n
Doha to Auckland is currently the longest non-stop route operated from the Middle East by Qatar Airways, which at 7,843 Nautical Miles is slightly longer than Emirates’ Dubai to Auckland route at 7,664 Nautical Miles.
\n
Currently, key South American markets such as Lima and Santiago fall just outside the operational reach from the Middle East. In time, with ever increasing aircraft ranges, it is likely these destinations will provide new markets for the network carriers to increase their revenues further.
\n
For many airlines around the world, connecting traffic has been the cornerstone of network growth, using 6th freedom traffic flows to support local demand and allow the introduction of new routes. The proposition being that as economic activity develops, populations grow, and trade advances, the local proportions of traffic will increase, potentially reducing reliance on the lower yielding transfer traffic that supported the route’s launch in the first place.
\n
The analysis below shows the percentage of connecting traffic carried by the region’s major airlines at key intervals since 2015 and highlights each carrier’s dependency on connecting passengers.
\n
\n
\n
The inclusion of flydubai alongside Emirates reflects the degree to which the two airlines are increasingly coordinating schedules, transfer traffic and operational facilities to cross feed revenue within the broader Emirates Group, despite their differences in operating models.
\n
For what has traditionally been regarded as the “Big Three” - Emirates, Qatar Airways and Etihad – most of their passengers are connecting through their respective hub facilities with a range of between 84% for Qatar Airways to 66% for Emirates. While slight adjustments in their proportional connecting shares have occurred over the years, the ongoing network growth and increased connectivity almost inevitably leads to continued high connecting shares. Interestingly, the hybrid model of flydubai does show their increasing proportion of connecting traffic from 2015 to 2024 as the airline has in recent years been taking greater steps to align its network to that of Emirates.
\n
Looking ahead and recognizing the ongoing developments in Saudi Arabia, Saudia - the current national airline and base carrier - has less than half of its traffic connecting through the Riyadh hub on international-to-international routings. Historic connectivity numbers at Riyadh reflect previous visa requirements which have been eased in recent years. However, reaching the levels of connecting traffic seen at other major Middle Eastern hubs will be a significant challenge in the years ahead.
\n
Charting Growth: Middle East LCCs Double Market Share in a Decade
\n
In 2024, LCCs accounted for 29% of capacity in the Middle East, having more than doubled in the last decade from just 13% of capacity in 2014. By comparison, globally, LCCs operated 34% of capacity in 2024.
\n
\n
Tapping into a growing desire to fly within the region, LCC capacity has grown at a much faster rate than mainline capacity, increasing by an average of 11.5% year on year in the last decade, compared to a mainline growth rate of just 1.4% each year over the same time period.
\n
The Middle East LCC market in 2024 has eight main players set out in the chart below. flydubai and flynas are largest, both with almost a quarter of LCC capacity each in the region.
\n
\n
\n
\n
As expected, the majority of each of the main LCC’s capacity is focused on operating within the Middle East region, but as each carrier has evolved, so too have their networks and Africa represents an important market:
\n
\n
This is driven, to some extent, by the Saudi Arabia – Egypt market which accounts for a significant share – for Flyadeal, 96% of their African capacity operates to Egypt, and for flynas, 81%.
\n
This is an important market for Air Arabia too, with 73% of their Middle East – Africa capacity operating into Egypt.
\n
\n
Both flydubai and Air Arabia have a larger share of capacity operating into Asia, predominantly operating to the Indian subcontinent which serves the sizeable blue collar worker market that exists between the Indian subcontinent and the Middle East. Their respective shares of their total Asia capacity into Southern Asia are:
\n
\n
flydubai – 70%
\n
Air Arabia – 81%
\n
\n
Geography also plays a part here, with LCCs preferring to maximize aircraft utilization each day, meaning short sectors of up to 4 hours are optimum in terms of network scheduling. The proximity of India, North Africa, and Central Asia to the Middle East means there are many destinations within these countries and neighboring regions that fit this criteria.
\n
Now that we’ve examined the expansion of networks and capacity in the Middle East, in the second part of this market analysis we’ll turn our focus to profitability and competition. Has this rapid growth resulted in a more competitive market? Do airlines remain profitable? And how does all this affect airfares for the consumer?
\n
Sign up for email updates below and you’ll be first to know when the second part of our Middle East aviation analysis goes live.
\n
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The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
\n
In recent years, the Middle East has established a leading position in developing new markets and connecting the region to the rest of the world with non-stop services to all continents and key cities. The region has a highly competitive environment with best-in-class airlines operating in all segments, alongside ambitious plans for new aircraft and routes. This makes the Middle East a real hot-spot in the aviation industry.
\n
\n
Setting the Scene of Today's Aviation Landscape
\n
The Middle East is the sixth largest region in the world based on available capacity, with 270 million one-way seats in 2024 placing the region ahead of Eastern Europe and behind South Asia.
\n
\n
The sixth-place position may appear lower than the wider public perception, but two important factors need to be remembered when discussing the Middle East:
\n
\n
There are very few domestic markets within the region, and whilst they are crucial for connectivity in some of the larger Middle East markets they account for just 20% of all capacity.\n
\n
The major domestic markets are in Saudi Arabia and Iran which account for 94% of all domestic seats - the Saudi Arabian domestic market is three times larger than Iran’s domestic market, despite the larger population in Iran.
\n
\n
\n
Despite the broader market maturity, there are still some countries where market growth has been modest in recent years such as Bahrain, Kuwait and Jordan – these countries have not seen the levels of growth associated with some of the larger, high-profile markets in the region.
\n
\n
\n
Compared its five larger peers, the Middle East has experienced the second strongest recovery in global airline capacity (domestic and international) since 2019, with only South-East Asia (and essentially India) recording higher growth.
\n
Each region in the world has been following its own recovery trajectory post-pandemic - in 2024, South-East Asia was still in recovery and while 13.3% below 2019 levels it is now in a stronger phase of growth - which is important given the region’s connectivity and demand to and from the Middle East.
\n
\n
\n
A more in-depth analysis of the pandemic travel recovery focusing solely on international capacity reveals an even more optimistic outlook for the Middle East market, with a near 9% rate of growth representing 218 million seats.
\n
In comparison to the five larger regional markets, on international capacity the Middle East has reported the second strongest recovery with two regional markets, North-East and South-East Asia still below pre-pandemic levels at the end of 2024.
\n
\n
Middle East Airlines: Big AMbitions, Fierce Competition
\n
As of 2024, two Middle Eastern Carriers have gained prominence worldwide; Emirates and Qatar Airways are the only two Middle Eastern airlines to feature in 2024’s Top 20 Global Airlines for Capacity and the Top 10 Global Airlines by ASKs.
\n
\n
Emirates is now the 14th largest carrier globally by seat capacity and ranks 4th in terms of available seat kilometers (ASKs). In ASK terms, it trails only the three major US mainline airlines.
\n
Qatar Airways has experienced dramatic growth in the last decade, as it developed Doha as a global connecting point and moved from 36th largest airline globally 10 years ago to 19th in 2024. In terms of ASKs, Qatar Airways has advanced from 17th to 6th largest globally in 2024.
\n
The airline’s growth strategy is evident when looking at the Top 10 carriers in the Middle East. In 2024, Qatar Airways’ capacity increased by 18% compared to 2019, while both Emirates and Saudia remained behind 2019 levels by 7% and 10%, respectively.
\n
\n
Amongst the 10 largest carriers in the region, flynas - the Saudi based, privately owned carrier - is the fastest growing, increasing capacity by 63% in 2024 (compared to 2019 levels). This growth rate exceeded flydubai who also recorded strong growth of 56% in 2024. Both flynas and flydubai operated similar volumes of capacity in 2024, at around 14.4m departing seats – although flynas is just ahead by 25,000 seats.
\n
flydubai and flynas’ networks are similar, however flynas benefits from a large domestic market within Saudi Arabia, allowing them to operate a more diverse route network.
\n
flynas 2024 network
\n
\n
flydubai 2024 network
\n
Looking to the legacy carriers, it’s clear that both Emirates and Qatar Airways are playing in similar spaces with very similar route networks.
\n
\n
Emirates 2024 network
\n
\n
Qatar Airways 2024 network
\n
It’s clear from looking at Emirates and flydubai that there are clear synergies between their short-haul and long-haul networks and this is only likely to continue as competition rises in the region. The combined position in capacity terms of both Emirates and flydubai cements the Emirates Group as the largest, with over 50 million departing seats in 2024, and 23% of the market for Middle East domiciled carriers.
Connecting Global Hubs: The Strategic Role of Middle East Aviation Hubs
\n
Alongside the ever-growing local market demand, the key feature of the Middle East and particularly the bigger markets of the UAE, Qatar, and Saudi Arabia, is the depth of network that they offer to travelers.
\n
Non-stop flights from the region’s major hub airports reach every continent, with only a handful of international markets remaining unserved directly.
\n
Doha to Auckland is currently the longest non-stop route operated from the Middle East by Qatar Airways, which at 7,843 Nautical Miles is slightly longer than Emirates’ Dubai to Auckland route at 7,664 Nautical Miles.
\n
Currently, key South American markets such as Lima and Santiago fall just outside the operational reach from the Middle East. In time, with ever increasing aircraft ranges, it is likely these destinations will provide new markets for the network carriers to increase their revenues further.
\n
For many airlines around the world, connecting traffic has been the cornerstone of network growth, using 6th freedom traffic flows to support local demand and allow the introduction of new routes. The proposition being that as economic activity develops, populations grow, and trade advances, the local proportions of traffic will increase, potentially reducing reliance on the lower yielding transfer traffic that supported the route’s launch in the first place.
\n
The analysis below shows the percentage of connecting traffic carried by the region’s major airlines at key intervals since 2015 and highlights each carrier’s dependency on connecting passengers.
\n
\n
\n
The inclusion of flydubai alongside Emirates reflects the degree to which the two airlines are increasingly coordinating schedules, transfer traffic and operational facilities to cross feed revenue within the broader Emirates Group, despite their differences in operating models.
\n
For what has traditionally been regarded as the “Big Three” - Emirates, Qatar Airways and Etihad – most of their passengers are connecting through their respective hub facilities with a range of between 84% for Qatar Airways to 66% for Emirates. While slight adjustments in their proportional connecting shares have occurred over the years, the ongoing network growth and increased connectivity almost inevitably leads to continued high connecting shares. Interestingly, the hybrid model of flydubai does show their increasing proportion of connecting traffic from 2015 to 2024 as the airline has in recent years been taking greater steps to align its network to that of Emirates.
\n
Looking ahead and recognizing the ongoing developments in Saudi Arabia, Saudia - the current national airline and base carrier - has less than half of its traffic connecting through the Riyadh hub on international-to-international routings. Historic connectivity numbers at Riyadh reflect previous visa requirements which have been eased in recent years. However, reaching the levels of connecting traffic seen at other major Middle Eastern hubs will be a significant challenge in the years ahead.
\n
Charting Growth: Middle East LCCs Double Market Share in a Decade
\n
In 2024, LCCs accounted for 29% of capacity in the Middle East, having more than doubled in the last decade from just 13% of capacity in 2014. By comparison, globally, LCCs operated 34% of capacity in 2024.
\n
\n
Tapping into a growing desire to fly within the region, LCC capacity has grown at a much faster rate than mainline capacity, increasing by an average of 11.5% year on year in the last decade, compared to a mainline growth rate of just 1.4% each year over the same time period.
\n
The Middle East LCC market in 2024 has eight main players set out in the chart below. flydubai and flynas are largest, both with almost a quarter of LCC capacity each in the region.
\n
\n
\n
\n
As expected, the majority of each of the main LCC’s capacity is focused on operating within the Middle East region, but as each carrier has evolved, so too have their networks and Africa represents an important market:
\n
\n
This is driven, to some extent, by the Saudi Arabia – Egypt market which accounts for a significant share – for Flyadeal, 96% of their African capacity operates to Egypt, and for flynas, 81%.
\n
This is an important market for Air Arabia too, with 73% of their Middle East – Africa capacity operating into Egypt.
\n
\n
Both flydubai and Air Arabia have a larger share of capacity operating into Asia, predominantly operating to the Indian subcontinent which serves the sizeable blue collar worker market that exists between the Indian subcontinent and the Middle East. Their respective shares of their total Asia capacity into Southern Asia are:
\n
\n
flydubai – 70%
\n
Air Arabia – 81%
\n
\n
Geography also plays a part here, with LCCs preferring to maximize aircraft utilization each day, meaning short sectors of up to 4 hours are optimum in terms of network scheduling. The proximity of India, North Africa, and Central Asia to the Middle East means there are many destinations within these countries and neighboring regions that fit this criteria.
\n
Now that we’ve examined the expansion of networks and capacity in the Middle East, in the second part of this market analysis we’ll turn our focus to profitability and competition. Has this rapid growth resulted in a more competitive market? Do airlines remain profitable? And how does all this affect airfares for the consumer?
\n
Sign up for email updates below and you’ll be first to know when the second part of our Middle East aviation analysis goes live.
\n
","postBodyRss":"
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
\n
In recent years, the Middle East has established a leading position in developing new markets and connecting the region to the rest of the world with non-stop services to all continents and key cities. The region has a highly competitive environment with best-in-class airlines operating in all segments, alongside ambitious plans for new aircraft and routes. This makes the Middle East a real hot-spot in the aviation industry.
\n
\n
Setting the Scene of Today's Aviation Landscape
\n
The Middle East is the sixth largest region in the world based on available capacity, with 270 million one-way seats in 2024 placing the region ahead of Eastern Europe and behind South Asia.
\n
\n
The sixth-place position may appear lower than the wider public perception, but two important factors need to be remembered when discussing the Middle East:
\n
\n
There are very few domestic markets within the region, and whilst they are crucial for connectivity in some of the larger Middle East markets they account for just 20% of all capacity.\n
\n
The major domestic markets are in Saudi Arabia and Iran which account for 94% of all domestic seats - the Saudi Arabian domestic market is three times larger than Iran’s domestic market, despite the larger population in Iran.
\n
\n
\n
Despite the broader market maturity, there are still some countries where market growth has been modest in recent years such as Bahrain, Kuwait and Jordan – these countries have not seen the levels of growth associated with some of the larger, high-profile markets in the region.
\n
\n
\n
Compared its five larger peers, the Middle East has experienced the second strongest recovery in global airline capacity (domestic and international) since 2019, with only South-East Asia (and essentially India) recording higher growth.
\n
Each region in the world has been following its own recovery trajectory post-pandemic - in 2024, South-East Asia was still in recovery and while 13.3% below 2019 levels it is now in a stronger phase of growth - which is important given the region’s connectivity and demand to and from the Middle East.
\n
\n
\n
A more in-depth analysis of the pandemic travel recovery focusing solely on international capacity reveals an even more optimistic outlook for the Middle East market, with a near 9% rate of growth representing 218 million seats.
\n
In comparison to the five larger regional markets, on international capacity the Middle East has reported the second strongest recovery with two regional markets, North-East and South-East Asia still below pre-pandemic levels at the end of 2024.
\n
\n
Middle East Airlines: Big AMbitions, Fierce Competition
\n
As of 2024, two Middle Eastern Carriers have gained prominence worldwide; Emirates and Qatar Airways are the only two Middle Eastern airlines to feature in 2024’s Top 20 Global Airlines for Capacity and the Top 10 Global Airlines by ASKs.
\n
\n
Emirates is now the 14th largest carrier globally by seat capacity and ranks 4th in terms of available seat kilometers (ASKs). In ASK terms, it trails only the three major US mainline airlines.
\n
Qatar Airways has experienced dramatic growth in the last decade, as it developed Doha as a global connecting point and moved from 36th largest airline globally 10 years ago to 19th in 2024. In terms of ASKs, Qatar Airways has advanced from 17th to 6th largest globally in 2024.
\n
The airline’s growth strategy is evident when looking at the Top 10 carriers in the Middle East. In 2024, Qatar Airways’ capacity increased by 18% compared to 2019, while both Emirates and Saudia remained behind 2019 levels by 7% and 10%, respectively.
\n
\n
Amongst the 10 largest carriers in the region, flynas - the Saudi based, privately owned carrier - is the fastest growing, increasing capacity by 63% in 2024 (compared to 2019 levels). This growth rate exceeded flydubai who also recorded strong growth of 56% in 2024. Both flynas and flydubai operated similar volumes of capacity in 2024, at around 14.4m departing seats – although flynas is just ahead by 25,000 seats.
\n
flydubai and flynas’ networks are similar, however flynas benefits from a large domestic market within Saudi Arabia, allowing them to operate a more diverse route network.
\n
flynas 2024 network
\n
\n
flydubai 2024 network
\n
Looking to the legacy carriers, it’s clear that both Emirates and Qatar Airways are playing in similar spaces with very similar route networks.
\n
\n
Emirates 2024 network
\n
\n
Qatar Airways 2024 network
\n
It’s clear from looking at Emirates and flydubai that there are clear synergies between their short-haul and long-haul networks and this is only likely to continue as competition rises in the region. The combined position in capacity terms of both Emirates and flydubai cements the Emirates Group as the largest, with over 50 million departing seats in 2024, and 23% of the market for Middle East domiciled carriers.
Connecting Global Hubs: The Strategic Role of Middle East Aviation Hubs
\n
Alongside the ever-growing local market demand, the key feature of the Middle East and particularly the bigger markets of the UAE, Qatar, and Saudi Arabia, is the depth of network that they offer to travelers.
\n
Non-stop flights from the region’s major hub airports reach every continent, with only a handful of international markets remaining unserved directly.
\n
Doha to Auckland is currently the longest non-stop route operated from the Middle East by Qatar Airways, which at 7,843 Nautical Miles is slightly longer than Emirates’ Dubai to Auckland route at 7,664 Nautical Miles.
\n
Currently, key South American markets such as Lima and Santiago fall just outside the operational reach from the Middle East. In time, with ever increasing aircraft ranges, it is likely these destinations will provide new markets for the network carriers to increase their revenues further.
\n
For many airlines around the world, connecting traffic has been the cornerstone of network growth, using 6th freedom traffic flows to support local demand and allow the introduction of new routes. The proposition being that as economic activity develops, populations grow, and trade advances, the local proportions of traffic will increase, potentially reducing reliance on the lower yielding transfer traffic that supported the route’s launch in the first place.
\n
The analysis below shows the percentage of connecting traffic carried by the region’s major airlines at key intervals since 2015 and highlights each carrier’s dependency on connecting passengers.
\n
\n
\n
The inclusion of flydubai alongside Emirates reflects the degree to which the two airlines are increasingly coordinating schedules, transfer traffic and operational facilities to cross feed revenue within the broader Emirates Group, despite their differences in operating models.
\n
For what has traditionally been regarded as the “Big Three” - Emirates, Qatar Airways and Etihad – most of their passengers are connecting through their respective hub facilities with a range of between 84% for Qatar Airways to 66% for Emirates. While slight adjustments in their proportional connecting shares have occurred over the years, the ongoing network growth and increased connectivity almost inevitably leads to continued high connecting shares. Interestingly, the hybrid model of flydubai does show their increasing proportion of connecting traffic from 2015 to 2024 as the airline has in recent years been taking greater steps to align its network to that of Emirates.
\n
Looking ahead and recognizing the ongoing developments in Saudi Arabia, Saudia - the current national airline and base carrier - has less than half of its traffic connecting through the Riyadh hub on international-to-international routings. Historic connectivity numbers at Riyadh reflect previous visa requirements which have been eased in recent years. However, reaching the levels of connecting traffic seen at other major Middle Eastern hubs will be a significant challenge in the years ahead.
\n
Charting Growth: Middle East LCCs Double Market Share in a Decade
\n
In 2024, LCCs accounted for 29% of capacity in the Middle East, having more than doubled in the last decade from just 13% of capacity in 2014. By comparison, globally, LCCs operated 34% of capacity in 2024.
\n
\n
Tapping into a growing desire to fly within the region, LCC capacity has grown at a much faster rate than mainline capacity, increasing by an average of 11.5% year on year in the last decade, compared to a mainline growth rate of just 1.4% each year over the same time period.
\n
The Middle East LCC market in 2024 has eight main players set out in the chart below. flydubai and flynas are largest, both with almost a quarter of LCC capacity each in the region.
\n
\n
\n
\n
As expected, the majority of each of the main LCC’s capacity is focused on operating within the Middle East region, but as each carrier has evolved, so too have their networks and Africa represents an important market:
\n
\n
This is driven, to some extent, by the Saudi Arabia – Egypt market which accounts for a significant share – for Flyadeal, 96% of their African capacity operates to Egypt, and for flynas, 81%.
\n
This is an important market for Air Arabia too, with 73% of their Middle East – Africa capacity operating into Egypt.
\n
\n
Both flydubai and Air Arabia have a larger share of capacity operating into Asia, predominantly operating to the Indian subcontinent which serves the sizeable blue collar worker market that exists between the Indian subcontinent and the Middle East. Their respective shares of their total Asia capacity into Southern Asia are:
\n
\n
flydubai – 70%
\n
Air Arabia – 81%
\n
\n
Geography also plays a part here, with LCCs preferring to maximize aircraft utilization each day, meaning short sectors of up to 4 hours are optimum in terms of network scheduling. The proximity of India, North Africa, and Central Asia to the Middle East means there are many destinations within these countries and neighboring regions that fit this criteria.
\n
Now that we’ve examined the expansion of networks and capacity in the Middle East, in the second part of this market analysis we’ll turn our focus to profitability and competition. Has this rapid growth resulted in a more competitive market? Do airlines remain profitable? And how does all this affect airfares for the consumer?
\n
Sign up for email updates below and you’ll be first to know when the second part of our Middle East aviation analysis goes live.
\n
","postEmailContent":"
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
","postSummaryRss":"
The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
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The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
\n
In recent years, the Middle East has established a leading position in developing new markets and connecting the region to the rest of the world with non-stop services to all continents and key cities. The region has a highly competitive environment with best-in-class airlines operating in all segments, alongside ambitious plans for new aircraft and routes. This makes the Middle East a real hot-spot in the aviation industry.
\n
\n
Setting the Scene of Today's Aviation Landscape
\n
The Middle East is the sixth largest region in the world based on available capacity, with 270 million one-way seats in 2024 placing the region ahead of Eastern Europe and behind South Asia.
\n
\n
The sixth-place position may appear lower than the wider public perception, but two important factors need to be remembered when discussing the Middle East:
\n
\n
There are very few domestic markets within the region, and whilst they are crucial for connectivity in some of the larger Middle East markets they account for just 20% of all capacity.\n
\n
The major domestic markets are in Saudi Arabia and Iran which account for 94% of all domestic seats - the Saudi Arabian domestic market is three times larger than Iran’s domestic market, despite the larger population in Iran.
\n
\n
\n
Despite the broader market maturity, there are still some countries where market growth has been modest in recent years such as Bahrain, Kuwait and Jordan – these countries have not seen the levels of growth associated with some of the larger, high-profile markets in the region.
\n
\n
\n
Compared its five larger peers, the Middle East has experienced the second strongest recovery in global airline capacity (domestic and international) since 2019, with only South-East Asia (and essentially India) recording higher growth.
\n
Each region in the world has been following its own recovery trajectory post-pandemic - in 2024, South-East Asia was still in recovery and while 13.3% below 2019 levels it is now in a stronger phase of growth - which is important given the region’s connectivity and demand to and from the Middle East.
\n
\n
\n
A more in-depth analysis of the pandemic travel recovery focusing solely on international capacity reveals an even more optimistic outlook for the Middle East market, with a near 9% rate of growth representing 218 million seats.
\n
In comparison to the five larger regional markets, on international capacity the Middle East has reported the second strongest recovery with two regional markets, North-East and South-East Asia still below pre-pandemic levels at the end of 2024.
\n
\n
Middle East Airlines: Big AMbitions, Fierce Competition
\n
As of 2024, two Middle Eastern Carriers have gained prominence worldwide; Emirates and Qatar Airways are the only two Middle Eastern airlines to feature in 2024’s Top 20 Global Airlines for Capacity and the Top 10 Global Airlines by ASKs.
\n
\n
Emirates is now the 14th largest carrier globally by seat capacity and ranks 4th in terms of available seat kilometers (ASKs). In ASK terms, it trails only the three major US mainline airlines.
\n
Qatar Airways has experienced dramatic growth in the last decade, as it developed Doha as a global connecting point and moved from 36th largest airline globally 10 years ago to 19th in 2024. In terms of ASKs, Qatar Airways has advanced from 17th to 6th largest globally in 2024.
\n
The airline’s growth strategy is evident when looking at the Top 10 carriers in the Middle East. In 2024, Qatar Airways’ capacity increased by 18% compared to 2019, while both Emirates and Saudia remained behind 2019 levels by 7% and 10%, respectively.
\n
\n
Amongst the 10 largest carriers in the region, flynas - the Saudi based, privately owned carrier - is the fastest growing, increasing capacity by 63% in 2024 (compared to 2019 levels). This growth rate exceeded flydubai who also recorded strong growth of 56% in 2024. Both flynas and flydubai operated similar volumes of capacity in 2024, at around 14.4m departing seats – although flynas is just ahead by 25,000 seats.
\n
flydubai and flynas’ networks are similar, however flynas benefits from a large domestic market within Saudi Arabia, allowing them to operate a more diverse route network.
\n
flynas 2024 network
\n
\n
flydubai 2024 network
\n
Looking to the legacy carriers, it’s clear that both Emirates and Qatar Airways are playing in similar spaces with very similar route networks.
\n
\n
Emirates 2024 network
\n
\n
Qatar Airways 2024 network
\n
It’s clear from looking at Emirates and flydubai that there are clear synergies between their short-haul and long-haul networks and this is only likely to continue as competition rises in the region. The combined position in capacity terms of both Emirates and flydubai cements the Emirates Group as the largest, with over 50 million departing seats in 2024, and 23% of the market for Middle East domiciled carriers.
Connecting Global Hubs: The Strategic Role of Middle East Aviation Hubs
\n
Alongside the ever-growing local market demand, the key feature of the Middle East and particularly the bigger markets of the UAE, Qatar, and Saudi Arabia, is the depth of network that they offer to travelers.
\n
Non-stop flights from the region’s major hub airports reach every continent, with only a handful of international markets remaining unserved directly.
\n
Doha to Auckland is currently the longest non-stop route operated from the Middle East by Qatar Airways, which at 7,843 Nautical Miles is slightly longer than Emirates’ Dubai to Auckland route at 7,664 Nautical Miles.
\n
Currently, key South American markets such as Lima and Santiago fall just outside the operational reach from the Middle East. In time, with ever increasing aircraft ranges, it is likely these destinations will provide new markets for the network carriers to increase their revenues further.
\n
For many airlines around the world, connecting traffic has been the cornerstone of network growth, using 6th freedom traffic flows to support local demand and allow the introduction of new routes. The proposition being that as economic activity develops, populations grow, and trade advances, the local proportions of traffic will increase, potentially reducing reliance on the lower yielding transfer traffic that supported the route’s launch in the first place.
\n
The analysis below shows the percentage of connecting traffic carried by the region’s major airlines at key intervals since 2015 and highlights each carrier’s dependency on connecting passengers.
\n
\n
\n
The inclusion of flydubai alongside Emirates reflects the degree to which the two airlines are increasingly coordinating schedules, transfer traffic and operational facilities to cross feed revenue within the broader Emirates Group, despite their differences in operating models.
\n
For what has traditionally been regarded as the “Big Three” - Emirates, Qatar Airways and Etihad – most of their passengers are connecting through their respective hub facilities with a range of between 84% for Qatar Airways to 66% for Emirates. While slight adjustments in their proportional connecting shares have occurred over the years, the ongoing network growth and increased connectivity almost inevitably leads to continued high connecting shares. Interestingly, the hybrid model of flydubai does show their increasing proportion of connecting traffic from 2015 to 2024 as the airline has in recent years been taking greater steps to align its network to that of Emirates.
\n
Looking ahead and recognizing the ongoing developments in Saudi Arabia, Saudia - the current national airline and base carrier - has less than half of its traffic connecting through the Riyadh hub on international-to-international routings. Historic connectivity numbers at Riyadh reflect previous visa requirements which have been eased in recent years. However, reaching the levels of connecting traffic seen at other major Middle Eastern hubs will be a significant challenge in the years ahead.
\n
Charting Growth: Middle East LCCs Double Market Share in a Decade
\n
In 2024, LCCs accounted for 29% of capacity in the Middle East, having more than doubled in the last decade from just 13% of capacity in 2014. By comparison, globally, LCCs operated 34% of capacity in 2024.
\n
\n
Tapping into a growing desire to fly within the region, LCC capacity has grown at a much faster rate than mainline capacity, increasing by an average of 11.5% year on year in the last decade, compared to a mainline growth rate of just 1.4% each year over the same time period.
\n
The Middle East LCC market in 2024 has eight main players set out in the chart below. flydubai and flynas are largest, both with almost a quarter of LCC capacity each in the region.
\n
\n
\n
\n
As expected, the majority of each of the main LCC’s capacity is focused on operating within the Middle East region, but as each carrier has evolved, so too have their networks and Africa represents an important market:
\n
\n
This is driven, to some extent, by the Saudi Arabia – Egypt market which accounts for a significant share – for Flyadeal, 96% of their African capacity operates to Egypt, and for flynas, 81%.
\n
This is an important market for Air Arabia too, with 73% of their Middle East – Africa capacity operating into Egypt.
\n
\n
Both flydubai and Air Arabia have a larger share of capacity operating into Asia, predominantly operating to the Indian subcontinent which serves the sizeable blue collar worker market that exists between the Indian subcontinent and the Middle East. Their respective shares of their total Asia capacity into Southern Asia are:
\n
\n
flydubai – 70%
\n
Air Arabia – 81%
\n
\n
Geography also plays a part here, with LCCs preferring to maximize aircraft utilization each day, meaning short sectors of up to 4 hours are optimum in terms of network scheduling. The proximity of India, North Africa, and Central Asia to the Middle East means there are many destinations within these countries and neighboring regions that fit this criteria.
\n
Now that we’ve examined the expansion of networks and capacity in the Middle East, in the second part of this market analysis we’ll turn our focus to profitability and competition. Has this rapid growth resulted in a more competitive market? Do airlines remain profitable? And how does all this affect airfares for the consumer?
\n
Sign up for email updates below and you’ll be first to know when the second part of our Middle East aviation analysis goes live.
\n
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The Middle East has experienced an unparalleled era of growth, with airlines and airports consistently introducing innovative products and services to cater to the demands of a swiftly expanding market.
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2025's Airline-Tech Innovations | Future of Travel | OAG","id":190074928168,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"Three Airline-Tech Innovations Raising the AI Bar in May 2025","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":"","listTemplate":"generated_layouts/66381677173.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"use_featured_image":true,"tag_ids":[5656435279],"topic_ids":[5656435279],"blog_publish_instant_email_retry_count":null,"rss_body":"
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
\n\n
From bold moves in AI-powered trip planning to foundational upgrades in how airlines operate behind the scenes, this month’s new product launches reflect a mix of ambition, speed, and long-term vision.
\n
Here are the three innovations we believe best capture that momentum:
\n
Innovation #1: Kayak Reimagines Travel Planning with New AI Suite
\n
Kayak has introduced a suite of new AI-powered tools aimed at making travel planning more intuitive and personalized. At first glance, this might seem like a standard ChatGPT-powered industry update. After all, numerous travel booking platforms (including many airlines and OTAs) now utilize AI chatbots to handle natural language search queries. However, Kayak's recent \"Ask Kayak\" initiative represents a promising step forward in genuinely redefining travel search.
\n
Here's how it works:
\n
\"Ask Kayak\" enables users to search using conversational language, for instance, \"Where can I fly nonstop from Berlin for under €300?\" But Kayak’s innovation doesn't stop there. The company has also introduced several connected features that significantly elevate the user experience:
\n
\n
KAYAK PriceCheck: Users can upload a screenshot of a flight itinerary from any travel website. Kayak processes the image, automatically analyzing and comparing prices across multiple platforms to ensure users secure the best available deal.
\n
Provider Quality Scores: Kayak assesses and ranks travel booking sites based on critical factors such as pricing accuracy and overall customer satisfaction, guiding travelers toward more informed booking decisions.
\n
Enhanced Itinerary Management: Currently available only to iOS users, this tool provides a simplified, real-time view of travel plans, significantly improving itinerary handling.
\n
\n
Why does this innovation stand out?
\n
Kayak's AI launch transcends the typical incremental updates commonly seen in the travel search space since the introduction of Generative AI. Rather than merely transitioning from keyword-based searches to conversational interfaces (as many competitors have done), Kayak integrates advanced tools that directly address long-standing pain points (such as the ongoing difficulty of comparing offers from multiple websites). This indicates a far deeper reimagining of travel metasearch.
\n
Moreover, Kayak has embraced a notably riskier and costlier strategy by developing an entirely new platform (kayak.ai) rather than simply augmenting its existing website. Described by Kayak's CEO as the company’s \"new test lab,\" this bold initiative underscores its serious commitment to revolutionizing the booking experience.
\n
Could Kayak’s ambitious strategy signify the first genuine AI disruption toward seamless and personalized travel interactions – something the industry has pursued for years?
\n
If so, airlines should closely monitor these developments, as Kayak's innovations could provide critical insights into the future evolution of airline.com websites and customer interactions.
\n
\n
\n
\n
\n
Innovation #2: Fliggy Launches Agentic AI for Fully Bookable Travel Itineraries
\n
Following Kayak’s reimagining of the metasearch experience, our second innovation comes from the other side of the globe, China. Online travel agency Fliggy (a part of Alibaba Group) is pushing the boundaries of AI-powered travel planning with the launch of its new assistant: AskMe.
\n
Here's how it works:
\n
Unlike typical ChatGPT-style interfaces, AskMe is powered by a system of intelligent agents designed to emulate the task execution and problem-solving abilities of professional travel consultants.
\n
\n
Users simply enter a request, such as a trip idea, destination, or constraint, and AskMe autonomously breaks the task into sub-components and activates specialized AI agents accordingly.
\n
These sub-agents analyze the user’s needs and pull live information from Fliggy’s real-time pricing engine, including flights, hotels, routes, attractions, and even dining recommendations, to create coherent, cost-optimized, fully bookable itineraries.
\n
\n
The assistant leverages Fliggy’s proprietary travel datasets and runs on Alibaba’s in-house Qwen AI models. This setup ensures extremely low hallucination rates, as the system relies on verified, high-quality scenario data from within Fliggy’s platform, not inaccurate third-party sources.
\n
The output? A visually rich, multi-day itinerary with images, product details, maps, and direct booking links. AskMe also supports voice input in multiple dialects and even allows users to generate hand-drawn-style travel guides for social media sharing.
\n
Why does this innovation stand out?
\n
\n
Fliggy’s AskMe goes far beyond basic conversational interfaces. By simulating a team of task-specific assistants, it performs complex planning and coordination, something traditionally only offered by high-end human travel consultants.
\n
Fliggy’s deep integration of AI with its proprietary pricing and inventory engine creates a level of accuracy and bookability that most travel assistants struggle to match. In benchmark tests across five key areas (measuring accuracy, coherence, richness, utility, and customization), AskMe scored highest in accuracy and coherence, setting a new standard in functional GenAI travel applications.
\n
What used to be a luxury, fully personalized, multi-day travel planning, is now accessible to everyday users. AskMe turns overwhelming travel complexity into an intuitive experience, closing the gap between inspiration and execution.
\n
\n
In short, Fliggy’s AskMe is a powerful reminder that building smarter AI travel agents isn’t just about fancy interfaces; it’s about connecting AI capabilities to rich, reliable, and real-time data ecosystems via agentic workflows that truly differentiate the traveler experience.
\n
\n
Innovation #3: Singapore Airlines Embraces a Multi-Partner AI Strategy
\n
While the first two innovations showcased how online travel platforms are redefining travel booking with AI, airlines themselves are not sitting idle. In fact, Singapore Airlines is taking a uniquely ambitious approach. The carrier is partnering with multiple leading tech players to deeply embed AI across both customer-facing and operational systems.
\n
what’s happening:
\n
In recent weeks, Singapore Airlines has announced not one but two major partnerships with leading AI providers: Salesforce and OpenAI. Each partnership targets a different layer of the airline’s operations, collectively showcasing a far-reaching and integrated AI vision.
\n
Partnership #1: Redefining Airline Customer Service
\n
In collaboration with Salesforce, Singapore Airlines is integrating a suite of AI tools into its customer service infrastructure:
\n
\n
Agentforce deploys autonomous agents to handle routine service tasks, freeing up human staff for more complex requests.
\n
Einstein AI summarizes past customer interactions and offers real-time guidance to service agents.
\n
Data Cloud aggregates customer data across touchpoints, giving agents a unified, real-time view of each traveler’s profile and preferences.
\n
\n
The result is faster, more personalized, and more proactive service, whether resolving irregular operations or responding to detailed customer questions.
\n
Partnership #2: Aiming For Operational Excellence
\n
Separately, Singapore Airlines became the first major global carrier to announce a formal partnership with OpenAI, aimed at enhancing not only customer service but also internal airline operations.
\n
With OpenAI’s models, the airline is building tools that can interpret text, audio, diagrams, and video, enabling a broader set of internal use cases, especially for flight crew scheduling and operational decision-making. The models are being embedded into deeper workflows to boost productivity, reduce complexity, and support more intelligent, data-informed decisions across departments.
\n
Why does this partnership approach stand out?
\n
Singapore Airlines isn’t just rolling out AI as a feature. Instead, it’s adopting it as a foundational layer of its digital architecture. By working with multiple best-in-class providers, SIA is ensuring that different parts of its business benefit from fit-for-purpose AI tools.
\n
In doing so, it sets a template for the industry. Other airlines, including Finnair, are also partnering with Salesforce on similar initiatives, signaling that foundational, cross-functional AI adoption may become the norm rather than the exception.
\n
\n
This closes out our May edition.
\n
It’s exciting to see how AI is being pushed forward by various stakeholders in aviation, including those rooted in the technology space. We’ll be keeping a close eye on more moves like these in the weeks to come.
\n
","rss_summary":"
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
\n","post_body":"
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
\n\n
From bold moves in AI-powered trip planning to foundational upgrades in how airlines operate behind the scenes, this month’s new product launches reflect a mix of ambition, speed, and long-term vision.
\n
Here are the three innovations we believe best capture that momentum:
\n
Innovation #1: Kayak Reimagines Travel Planning with New AI Suite
\n
Kayak has introduced a suite of new AI-powered tools aimed at making travel planning more intuitive and personalized. At first glance, this might seem like a standard ChatGPT-powered industry update. After all, numerous travel booking platforms (including many airlines and OTAs) now utilize AI chatbots to handle natural language search queries. However, Kayak's recent \"Ask Kayak\" initiative represents a promising step forward in genuinely redefining travel search.
\n
Here's how it works:
\n
\"Ask Kayak\" enables users to search using conversational language, for instance, \"Where can I fly nonstop from Berlin for under €300?\" But Kayak’s innovation doesn't stop there. The company has also introduced several connected features that significantly elevate the user experience:
\n
\n
KAYAK PriceCheck: Users can upload a screenshot of a flight itinerary from any travel website. Kayak processes the image, automatically analyzing and comparing prices across multiple platforms to ensure users secure the best available deal.
\n
Provider Quality Scores: Kayak assesses and ranks travel booking sites based on critical factors such as pricing accuracy and overall customer satisfaction, guiding travelers toward more informed booking decisions.
\n
Enhanced Itinerary Management: Currently available only to iOS users, this tool provides a simplified, real-time view of travel plans, significantly improving itinerary handling.
\n
\n
Why does this innovation stand out?
\n
Kayak's AI launch transcends the typical incremental updates commonly seen in the travel search space since the introduction of Generative AI. Rather than merely transitioning from keyword-based searches to conversational interfaces (as many competitors have done), Kayak integrates advanced tools that directly address long-standing pain points (such as the ongoing difficulty of comparing offers from multiple websites). This indicates a far deeper reimagining of travel metasearch.
\n
Moreover, Kayak has embraced a notably riskier and costlier strategy by developing an entirely new platform (kayak.ai) rather than simply augmenting its existing website. Described by Kayak's CEO as the company’s \"new test lab,\" this bold initiative underscores its serious commitment to revolutionizing the booking experience.
\n
Could Kayak’s ambitious strategy signify the first genuine AI disruption toward seamless and personalized travel interactions – something the industry has pursued for years?
\n
If so, airlines should closely monitor these developments, as Kayak's innovations could provide critical insights into the future evolution of airline.com websites and customer interactions.
\n
\n
\n
\n
\n
Innovation #2: Fliggy Launches Agentic AI for Fully Bookable Travel Itineraries
\n
Following Kayak’s reimagining of the metasearch experience, our second innovation comes from the other side of the globe, China. Online travel agency Fliggy (a part of Alibaba Group) is pushing the boundaries of AI-powered travel planning with the launch of its new assistant: AskMe.
\n
Here's how it works:
\n
Unlike typical ChatGPT-style interfaces, AskMe is powered by a system of intelligent agents designed to emulate the task execution and problem-solving abilities of professional travel consultants.
\n
\n
Users simply enter a request, such as a trip idea, destination, or constraint, and AskMe autonomously breaks the task into sub-components and activates specialized AI agents accordingly.
\n
These sub-agents analyze the user’s needs and pull live information from Fliggy’s real-time pricing engine, including flights, hotels, routes, attractions, and even dining recommendations, to create coherent, cost-optimized, fully bookable itineraries.
\n
\n
The assistant leverages Fliggy’s proprietary travel datasets and runs on Alibaba’s in-house Qwen AI models. This setup ensures extremely low hallucination rates, as the system relies on verified, high-quality scenario data from within Fliggy’s platform, not inaccurate third-party sources.
\n
The output? A visually rich, multi-day itinerary with images, product details, maps, and direct booking links. AskMe also supports voice input in multiple dialects and even allows users to generate hand-drawn-style travel guides for social media sharing.
\n
Why does this innovation stand out?
\n
\n
Fliggy’s AskMe goes far beyond basic conversational interfaces. By simulating a team of task-specific assistants, it performs complex planning and coordination, something traditionally only offered by high-end human travel consultants.
\n
Fliggy’s deep integration of AI with its proprietary pricing and inventory engine creates a level of accuracy and bookability that most travel assistants struggle to match. In benchmark tests across five key areas (measuring accuracy, coherence, richness, utility, and customization), AskMe scored highest in accuracy and coherence, setting a new standard in functional GenAI travel applications.
\n
What used to be a luxury, fully personalized, multi-day travel planning, is now accessible to everyday users. AskMe turns overwhelming travel complexity into an intuitive experience, closing the gap between inspiration and execution.
\n
\n
In short, Fliggy’s AskMe is a powerful reminder that building smarter AI travel agents isn’t just about fancy interfaces; it’s about connecting AI capabilities to rich, reliable, and real-time data ecosystems via agentic workflows that truly differentiate the traveler experience.
\n
\n
Innovation #3: Singapore Airlines Embraces a Multi-Partner AI Strategy
\n
While the first two innovations showcased how online travel platforms are redefining travel booking with AI, airlines themselves are not sitting idle. In fact, Singapore Airlines is taking a uniquely ambitious approach. The carrier is partnering with multiple leading tech players to deeply embed AI across both customer-facing and operational systems.
\n
what’s happening:
\n
In recent weeks, Singapore Airlines has announced not one but two major partnerships with leading AI providers: Salesforce and OpenAI. Each partnership targets a different layer of the airline’s operations, collectively showcasing a far-reaching and integrated AI vision.
\n
Partnership #1: Redefining Airline Customer Service
\n
In collaboration with Salesforce, Singapore Airlines is integrating a suite of AI tools into its customer service infrastructure:
\n
\n
Agentforce deploys autonomous agents to handle routine service tasks, freeing up human staff for more complex requests.
\n
Einstein AI summarizes past customer interactions and offers real-time guidance to service agents.
\n
Data Cloud aggregates customer data across touchpoints, giving agents a unified, real-time view of each traveler’s profile and preferences.
\n
\n
The result is faster, more personalized, and more proactive service, whether resolving irregular operations or responding to detailed customer questions.
\n
Partnership #2: Aiming For Operational Excellence
\n
Separately, Singapore Airlines became the first major global carrier to announce a formal partnership with OpenAI, aimed at enhancing not only customer service but also internal airline operations.
\n
With OpenAI’s models, the airline is building tools that can interpret text, audio, diagrams, and video, enabling a broader set of internal use cases, especially for flight crew scheduling and operational decision-making. The models are being embedded into deeper workflows to boost productivity, reduce complexity, and support more intelligent, data-informed decisions across departments.
\n
Why does this partnership approach stand out?
\n
Singapore Airlines isn’t just rolling out AI as a feature. Instead, it’s adopting it as a foundational layer of its digital architecture. By working with multiple best-in-class providers, SIA is ensuring that different parts of its business benefit from fit-for-purpose AI tools.
\n
In doing so, it sets a template for the industry. Other airlines, including Finnair, are also partnering with Salesforce on similar initiatives, signaling that foundational, cross-functional AI adoption may become the norm rather than the exception.
\n
\n
This closes out our May edition.
\n
It’s exciting to see how AI is being pushed forward by various stakeholders in aviation, including those rooted in the technology space. We’ll be keeping a close eye on more moves like these in the weeks to come.
\n
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As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
\n\n
From bold moves in AI-powered trip planning to foundational upgrades in how airlines operate behind the scenes, this month’s new product launches reflect a mix of ambition, speed, and long-term vision.
\n
Here are the three innovations we believe best capture that momentum:
\n
Innovation #1: Kayak Reimagines Travel Planning with New AI Suite
\n
Kayak has introduced a suite of new AI-powered tools aimed at making travel planning more intuitive and personalized. At first glance, this might seem like a standard ChatGPT-powered industry update. After all, numerous travel booking platforms (including many airlines and OTAs) now utilize AI chatbots to handle natural language search queries. However, Kayak's recent \"Ask Kayak\" initiative represents a promising step forward in genuinely redefining travel search.
\n
Here's how it works:
\n
\"Ask Kayak\" enables users to search using conversational language, for instance, \"Where can I fly nonstop from Berlin for under €300?\" But Kayak’s innovation doesn't stop there. The company has also introduced several connected features that significantly elevate the user experience:
\n
\n
KAYAK PriceCheck: Users can upload a screenshot of a flight itinerary from any travel website. Kayak processes the image, automatically analyzing and comparing prices across multiple platforms to ensure users secure the best available deal.
\n
Provider Quality Scores: Kayak assesses and ranks travel booking sites based on critical factors such as pricing accuracy and overall customer satisfaction, guiding travelers toward more informed booking decisions.
\n
Enhanced Itinerary Management: Currently available only to iOS users, this tool provides a simplified, real-time view of travel plans, significantly improving itinerary handling.
\n
\n
Why does this innovation stand out?
\n
Kayak's AI launch transcends the typical incremental updates commonly seen in the travel search space since the introduction of Generative AI. Rather than merely transitioning from keyword-based searches to conversational interfaces (as many competitors have done), Kayak integrates advanced tools that directly address long-standing pain points (such as the ongoing difficulty of comparing offers from multiple websites). This indicates a far deeper reimagining of travel metasearch.
\n
Moreover, Kayak has embraced a notably riskier and costlier strategy by developing an entirely new platform (kayak.ai) rather than simply augmenting its existing website. Described by Kayak's CEO as the company’s \"new test lab,\" this bold initiative underscores its serious commitment to revolutionizing the booking experience.
\n
Could Kayak’s ambitious strategy signify the first genuine AI disruption toward seamless and personalized travel interactions – something the industry has pursued for years?
\n
If so, airlines should closely monitor these developments, as Kayak's innovations could provide critical insights into the future evolution of airline.com websites and customer interactions.
\n
\n
\n
\n
\n
Innovation #2: Fliggy Launches Agentic AI for Fully Bookable Travel Itineraries
\n
Following Kayak’s reimagining of the metasearch experience, our second innovation comes from the other side of the globe, China. Online travel agency Fliggy (a part of Alibaba Group) is pushing the boundaries of AI-powered travel planning with the launch of its new assistant: AskMe.
\n
Here's how it works:
\n
Unlike typical ChatGPT-style interfaces, AskMe is powered by a system of intelligent agents designed to emulate the task execution and problem-solving abilities of professional travel consultants.
\n
\n
Users simply enter a request, such as a trip idea, destination, or constraint, and AskMe autonomously breaks the task into sub-components and activates specialized AI agents accordingly.
\n
These sub-agents analyze the user’s needs and pull live information from Fliggy’s real-time pricing engine, including flights, hotels, routes, attractions, and even dining recommendations, to create coherent, cost-optimized, fully bookable itineraries.
\n
\n
The assistant leverages Fliggy’s proprietary travel datasets and runs on Alibaba’s in-house Qwen AI models. This setup ensures extremely low hallucination rates, as the system relies on verified, high-quality scenario data from within Fliggy’s platform, not inaccurate third-party sources.
\n
The output? A visually rich, multi-day itinerary with images, product details, maps, and direct booking links. AskMe also supports voice input in multiple dialects and even allows users to generate hand-drawn-style travel guides for social media sharing.
\n
Why does this innovation stand out?
\n
\n
Fliggy’s AskMe goes far beyond basic conversational interfaces. By simulating a team of task-specific assistants, it performs complex planning and coordination, something traditionally only offered by high-end human travel consultants.
\n
Fliggy’s deep integration of AI with its proprietary pricing and inventory engine creates a level of accuracy and bookability that most travel assistants struggle to match. In benchmark tests across five key areas (measuring accuracy, coherence, richness, utility, and customization), AskMe scored highest in accuracy and coherence, setting a new standard in functional GenAI travel applications.
\n
What used to be a luxury, fully personalized, multi-day travel planning, is now accessible to everyday users. AskMe turns overwhelming travel complexity into an intuitive experience, closing the gap between inspiration and execution.
\n
\n
In short, Fliggy’s AskMe is a powerful reminder that building smarter AI travel agents isn’t just about fancy interfaces; it’s about connecting AI capabilities to rich, reliable, and real-time data ecosystems via agentic workflows that truly differentiate the traveler experience.
\n
\n
Innovation #3: Singapore Airlines Embraces a Multi-Partner AI Strategy
\n
While the first two innovations showcased how online travel platforms are redefining travel booking with AI, airlines themselves are not sitting idle. In fact, Singapore Airlines is taking a uniquely ambitious approach. The carrier is partnering with multiple leading tech players to deeply embed AI across both customer-facing and operational systems.
\n
what’s happening:
\n
In recent weeks, Singapore Airlines has announced not one but two major partnerships with leading AI providers: Salesforce and OpenAI. Each partnership targets a different layer of the airline’s operations, collectively showcasing a far-reaching and integrated AI vision.
\n
Partnership #1: Redefining Airline Customer Service
\n
In collaboration with Salesforce, Singapore Airlines is integrating a suite of AI tools into its customer service infrastructure:
\n
\n
Agentforce deploys autonomous agents to handle routine service tasks, freeing up human staff for more complex requests.
\n
Einstein AI summarizes past customer interactions and offers real-time guidance to service agents.
\n
Data Cloud aggregates customer data across touchpoints, giving agents a unified, real-time view of each traveler’s profile and preferences.
\n
\n
The result is faster, more personalized, and more proactive service, whether resolving irregular operations or responding to detailed customer questions.
\n
Partnership #2: Aiming For Operational Excellence
\n
Separately, Singapore Airlines became the first major global carrier to announce a formal partnership with OpenAI, aimed at enhancing not only customer service but also internal airline operations.
\n
With OpenAI’s models, the airline is building tools that can interpret text, audio, diagrams, and video, enabling a broader set of internal use cases, especially for flight crew scheduling and operational decision-making. The models are being embedded into deeper workflows to boost productivity, reduce complexity, and support more intelligent, data-informed decisions across departments.
\n
Why does this partnership approach stand out?
\n
Singapore Airlines isn’t just rolling out AI as a feature. Instead, it’s adopting it as a foundational layer of its digital architecture. By working with multiple best-in-class providers, SIA is ensuring that different parts of its business benefit from fit-for-purpose AI tools.
\n
In doing so, it sets a template for the industry. Other airlines, including Finnair, are also partnering with Salesforce on similar initiatives, signaling that foundational, cross-functional AI adoption may become the norm rather than the exception.
\n
\n
This closes out our May edition.
\n
It’s exciting to see how AI is being pushed forward by various stakeholders in aviation, including those rooted in the technology space. We’ll be keeping a close eye on more moves like these in the weeks to come.
\n
","postBodyRss":"
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
\n\n
From bold moves in AI-powered trip planning to foundational upgrades in how airlines operate behind the scenes, this month’s new product launches reflect a mix of ambition, speed, and long-term vision.
\n
Here are the three innovations we believe best capture that momentum:
\n
Innovation #1: Kayak Reimagines Travel Planning with New AI Suite
\n
Kayak has introduced a suite of new AI-powered tools aimed at making travel planning more intuitive and personalized. At first glance, this might seem like a standard ChatGPT-powered industry update. After all, numerous travel booking platforms (including many airlines and OTAs) now utilize AI chatbots to handle natural language search queries. However, Kayak's recent \"Ask Kayak\" initiative represents a promising step forward in genuinely redefining travel search.
\n
Here's how it works:
\n
\"Ask Kayak\" enables users to search using conversational language, for instance, \"Where can I fly nonstop from Berlin for under €300?\" But Kayak’s innovation doesn't stop there. The company has also introduced several connected features that significantly elevate the user experience:
\n
\n
KAYAK PriceCheck: Users can upload a screenshot of a flight itinerary from any travel website. Kayak processes the image, automatically analyzing and comparing prices across multiple platforms to ensure users secure the best available deal.
\n
Provider Quality Scores: Kayak assesses and ranks travel booking sites based on critical factors such as pricing accuracy and overall customer satisfaction, guiding travelers toward more informed booking decisions.
\n
Enhanced Itinerary Management: Currently available only to iOS users, this tool provides a simplified, real-time view of travel plans, significantly improving itinerary handling.
\n
\n
Why does this innovation stand out?
\n
Kayak's AI launch transcends the typical incremental updates commonly seen in the travel search space since the introduction of Generative AI. Rather than merely transitioning from keyword-based searches to conversational interfaces (as many competitors have done), Kayak integrates advanced tools that directly address long-standing pain points (such as the ongoing difficulty of comparing offers from multiple websites). This indicates a far deeper reimagining of travel metasearch.
\n
Moreover, Kayak has embraced a notably riskier and costlier strategy by developing an entirely new platform (kayak.ai) rather than simply augmenting its existing website. Described by Kayak's CEO as the company’s \"new test lab,\" this bold initiative underscores its serious commitment to revolutionizing the booking experience.
\n
Could Kayak’s ambitious strategy signify the first genuine AI disruption toward seamless and personalized travel interactions – something the industry has pursued for years?
\n
If so, airlines should closely monitor these developments, as Kayak's innovations could provide critical insights into the future evolution of airline.com websites and customer interactions.
\n
\n
\n
\n
\n
Innovation #2: Fliggy Launches Agentic AI for Fully Bookable Travel Itineraries
\n
Following Kayak’s reimagining of the metasearch experience, our second innovation comes from the other side of the globe, China. Online travel agency Fliggy (a part of Alibaba Group) is pushing the boundaries of AI-powered travel planning with the launch of its new assistant: AskMe.
\n
Here's how it works:
\n
Unlike typical ChatGPT-style interfaces, AskMe is powered by a system of intelligent agents designed to emulate the task execution and problem-solving abilities of professional travel consultants.
\n
\n
Users simply enter a request, such as a trip idea, destination, or constraint, and AskMe autonomously breaks the task into sub-components and activates specialized AI agents accordingly.
\n
These sub-agents analyze the user’s needs and pull live information from Fliggy’s real-time pricing engine, including flights, hotels, routes, attractions, and even dining recommendations, to create coherent, cost-optimized, fully bookable itineraries.
\n
\n
The assistant leverages Fliggy’s proprietary travel datasets and runs on Alibaba’s in-house Qwen AI models. This setup ensures extremely low hallucination rates, as the system relies on verified, high-quality scenario data from within Fliggy’s platform, not inaccurate third-party sources.
\n
The output? A visually rich, multi-day itinerary with images, product details, maps, and direct booking links. AskMe also supports voice input in multiple dialects and even allows users to generate hand-drawn-style travel guides for social media sharing.
\n
Why does this innovation stand out?
\n
\n
Fliggy’s AskMe goes far beyond basic conversational interfaces. By simulating a team of task-specific assistants, it performs complex planning and coordination, something traditionally only offered by high-end human travel consultants.
\n
Fliggy’s deep integration of AI with its proprietary pricing and inventory engine creates a level of accuracy and bookability that most travel assistants struggle to match. In benchmark tests across five key areas (measuring accuracy, coherence, richness, utility, and customization), AskMe scored highest in accuracy and coherence, setting a new standard in functional GenAI travel applications.
\n
What used to be a luxury, fully personalized, multi-day travel planning, is now accessible to everyday users. AskMe turns overwhelming travel complexity into an intuitive experience, closing the gap between inspiration and execution.
\n
\n
In short, Fliggy’s AskMe is a powerful reminder that building smarter AI travel agents isn’t just about fancy interfaces; it’s about connecting AI capabilities to rich, reliable, and real-time data ecosystems via agentic workflows that truly differentiate the traveler experience.
\n
\n
Innovation #3: Singapore Airlines Embraces a Multi-Partner AI Strategy
\n
While the first two innovations showcased how online travel platforms are redefining travel booking with AI, airlines themselves are not sitting idle. In fact, Singapore Airlines is taking a uniquely ambitious approach. The carrier is partnering with multiple leading tech players to deeply embed AI across both customer-facing and operational systems.
\n
what’s happening:
\n
In recent weeks, Singapore Airlines has announced not one but two major partnerships with leading AI providers: Salesforce and OpenAI. Each partnership targets a different layer of the airline’s operations, collectively showcasing a far-reaching and integrated AI vision.
\n
Partnership #1: Redefining Airline Customer Service
\n
In collaboration with Salesforce, Singapore Airlines is integrating a suite of AI tools into its customer service infrastructure:
\n
\n
Agentforce deploys autonomous agents to handle routine service tasks, freeing up human staff for more complex requests.
\n
Einstein AI summarizes past customer interactions and offers real-time guidance to service agents.
\n
Data Cloud aggregates customer data across touchpoints, giving agents a unified, real-time view of each traveler’s profile and preferences.
\n
\n
The result is faster, more personalized, and more proactive service, whether resolving irregular operations or responding to detailed customer questions.
\n
Partnership #2: Aiming For Operational Excellence
\n
Separately, Singapore Airlines became the first major global carrier to announce a formal partnership with OpenAI, aimed at enhancing not only customer service but also internal airline operations.
\n
With OpenAI’s models, the airline is building tools that can interpret text, audio, diagrams, and video, enabling a broader set of internal use cases, especially for flight crew scheduling and operational decision-making. The models are being embedded into deeper workflows to boost productivity, reduce complexity, and support more intelligent, data-informed decisions across departments.
\n
Why does this partnership approach stand out?
\n
Singapore Airlines isn’t just rolling out AI as a feature. Instead, it’s adopting it as a foundational layer of its digital architecture. By working with multiple best-in-class providers, SIA is ensuring that different parts of its business benefit from fit-for-purpose AI tools.
\n
In doing so, it sets a template for the industry. Other airlines, including Finnair, are also partnering with Salesforce on similar initiatives, signaling that foundational, cross-functional AI adoption may become the norm rather than the exception.
\n
\n
This closes out our May edition.
\n
It’s exciting to see how AI is being pushed forward by various stakeholders in aviation, including those rooted in the technology space. We’ll be keeping a close eye on more moves like these in the weeks to come.
\n
","postEmailContent":"
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
\n","postSummaryRss":"
As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
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As we slowly approach the halfway point of the year, the airline industry continues to grapple with shifting geopolitical risks and volatile travel demand. Yet, innovation is showing no signs of slowing. If anything, the past few weeks have demonstrated how determined both established players and challengers are to rethink core elements of the air travel experience.
\n\n
From bold moves in AI-powered trip planning to foundational upgrades in how airlines operate behind the scenes, this month’s new product launches reflect a mix of ambition, speed, and long-term vision.
\n
Here are the three innovations we believe best capture that momentum:
\n
Innovation #1: Kayak Reimagines Travel Planning with New AI Suite
\n
Kayak has introduced a suite of new AI-powered tools aimed at making travel planning more intuitive and personalized. At first glance, this might seem like a standard ChatGPT-powered industry update. After all, numerous travel booking platforms (including many airlines and OTAs) now utilize AI chatbots to handle natural language search queries. However, Kayak's recent \"Ask Kayak\" initiative represents a promising step forward in genuinely redefining travel search.
\n
Here's how it works:
\n
\"Ask Kayak\" enables users to search using conversational language, for instance, \"Where can I fly nonstop from Berlin for under €300?\" But Kayak’s innovation doesn't stop there. The company has also introduced several connected features that significantly elevate the user experience:
\n
\n
KAYAK PriceCheck: Users can upload a screenshot of a flight itinerary from any travel website. Kayak processes the image, automatically analyzing and comparing prices across multiple platforms to ensure users secure the best available deal.
\n
Provider Quality Scores: Kayak assesses and ranks travel booking sites based on critical factors such as pricing accuracy and overall customer satisfaction, guiding travelers toward more informed booking decisions.
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Enhanced Itinerary Management: Currently available only to iOS users, this tool provides a simplified, real-time view of travel plans, significantly improving itinerary handling.
\n
\n
Why does this innovation stand out?
\n
Kayak's AI launch transcends the typical incremental updates commonly seen in the travel search space since the introduction of Generative AI. Rather than merely transitioning from keyword-based searches to conversational interfaces (as many competitors have done), Kayak integrates advanced tools that directly address long-standing pain points (such as the ongoing difficulty of comparing offers from multiple websites). This indicates a far deeper reimagining of travel metasearch.
\n
Moreover, Kayak has embraced a notably riskier and costlier strategy by developing an entirely new platform (kayak.ai) rather than simply augmenting its existing website. Described by Kayak's CEO as the company’s \"new test lab,\" this bold initiative underscores its serious commitment to revolutionizing the booking experience.
\n
Could Kayak’s ambitious strategy signify the first genuine AI disruption toward seamless and personalized travel interactions – something the industry has pursued for years?
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If so, airlines should closely monitor these developments, as Kayak's innovations could provide critical insights into the future evolution of airline.com websites and customer interactions.
\n
\n
\n
\n
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Innovation #2: Fliggy Launches Agentic AI for Fully Bookable Travel Itineraries
\n
Following Kayak’s reimagining of the metasearch experience, our second innovation comes from the other side of the globe, China. Online travel agency Fliggy (a part of Alibaba Group) is pushing the boundaries of AI-powered travel planning with the launch of its new assistant: AskMe.
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Here's how it works:
\n
Unlike typical ChatGPT-style interfaces, AskMe is powered by a system of intelligent agents designed to emulate the task execution and problem-solving abilities of professional travel consultants.
\n
\n
Users simply enter a request, such as a trip idea, destination, or constraint, and AskMe autonomously breaks the task into sub-components and activates specialized AI agents accordingly.
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These sub-agents analyze the user’s needs and pull live information from Fliggy’s real-time pricing engine, including flights, hotels, routes, attractions, and even dining recommendations, to create coherent, cost-optimized, fully bookable itineraries.
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The assistant leverages Fliggy’s proprietary travel datasets and runs on Alibaba’s in-house Qwen AI models. This setup ensures extremely low hallucination rates, as the system relies on verified, high-quality scenario data from within Fliggy’s platform, not inaccurate third-party sources.
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The output? A visually rich, multi-day itinerary with images, product details, maps, and direct booking links. AskMe also supports voice input in multiple dialects and even allows users to generate hand-drawn-style travel guides for social media sharing.
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Why does this innovation stand out?
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Fliggy’s AskMe goes far beyond basic conversational interfaces. By simulating a team of task-specific assistants, it performs complex planning and coordination, something traditionally only offered by high-end human travel consultants.
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Fliggy’s deep integration of AI with its proprietary pricing and inventory engine creates a level of accuracy and bookability that most travel assistants struggle to match. In benchmark tests across five key areas (measuring accuracy, coherence, richness, utility, and customization), AskMe scored highest in accuracy and coherence, setting a new standard in functional GenAI travel applications.
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What used to be a luxury, fully personalized, multi-day travel planning, is now accessible to everyday users. AskMe turns overwhelming travel complexity into an intuitive experience, closing the gap between inspiration and execution.
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In short, Fliggy’s AskMe is a powerful reminder that building smarter AI travel agents isn’t just about fancy interfaces; it’s about connecting AI capabilities to rich, reliable, and real-time data ecosystems via agentic workflows that truly differentiate the traveler experience.
\n
\n
Innovation #3: Singapore Airlines Embraces a Multi-Partner AI Strategy
\n
While the first two innovations showcased how online travel platforms are redefining travel booking with AI, airlines themselves are not sitting idle. In fact, Singapore Airlines is taking a uniquely ambitious approach. The carrier is partnering with multiple leading tech players to deeply embed AI across both customer-facing and operational systems.
\n
what’s happening:
\n
In recent weeks, Singapore Airlines has announced not one but two major partnerships with leading AI providers: Salesforce and OpenAI. Each partnership targets a different layer of the airline’s operations, collectively showcasing a far-reaching and integrated AI vision.
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Partnership #1: Redefining Airline Customer Service
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In collaboration with Salesforce, Singapore Airlines is integrating a suite of AI tools into its customer service infrastructure:
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\n
Agentforce deploys autonomous agents to handle routine service tasks, freeing up human staff for more complex requests.
\n
Einstein AI summarizes past customer interactions and offers real-time guidance to service agents.
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Data Cloud aggregates customer data across touchpoints, giving agents a unified, real-time view of each traveler’s profile and preferences.
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The result is faster, more personalized, and more proactive service, whether resolving irregular operations or responding to detailed customer questions.
\n
Partnership #2: Aiming For Operational Excellence
\n
Separately, Singapore Airlines became the first major global carrier to announce a formal partnership with OpenAI, aimed at enhancing not only customer service but also internal airline operations.
\n
With OpenAI’s models, the airline is building tools that can interpret text, audio, diagrams, and video, enabling a broader set of internal use cases, especially for flight crew scheduling and operational decision-making. The models are being embedded into deeper workflows to boost productivity, reduce complexity, and support more intelligent, data-informed decisions across departments.
\n
Why does this partnership approach stand out?
\n
Singapore Airlines isn’t just rolling out AI as a feature. Instead, it’s adopting it as a foundational layer of its digital architecture. By working with multiple best-in-class providers, SIA is ensuring that different parts of its business benefit from fit-for-purpose AI tools.
\n
In doing so, it sets a template for the industry. Other airlines, including Finnair, are also partnering with Salesforce on similar initiatives, signaling that foundational, cross-functional AI adoption may become the norm rather than the exception.
\n
\n
This closes out our May edition.
\n
It’s exciting to see how AI is being pushed forward by various stakeholders in aviation, including those rooted in the technology space. We’ll be keeping a close eye on more moves like these in the weeks to come.
\n
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","rss_summary":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postBodyRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postEmailContent":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
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New Era of Enforced Capacity Discipline | Webinars | OAG","id":185840927908,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"A New Era of Enforced Capacity Discipline","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":"","listTemplate":"oag-theme/templates/blog-index.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"use_featured_image":true,"tag_ids":[67554932020],"topic_ids":[67554932020],"blog_publish_instant_email_retry_count":null,"rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
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Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
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Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
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A LOOK AT GLOBAL TRENDS
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First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\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.
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.
","post_body":"
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.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","postBodyRss":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
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You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
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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\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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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\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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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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\n
","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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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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!
\n","post_body":"
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!
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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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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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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.
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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.
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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.
\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.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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