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\n
\n
Congratulations to the top three major airlines achieving the best OTP in April:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Qantas Airlines
\n
🥉 British Airways
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","rss_summary":"
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n","rss_body":"
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: Explore April OTP highlights
\n\n
\n
Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Garuda remains the most punctual airline in the world again this month, with 98.0% of flights on time. Two more Asian airlines take up the second and third positions with Cebgo (Cebu Pacific’s LCC subsidiary) and Fuji Dream recording almost the same OTP at 93.5% and 93.3% respectively. Cebgo also achieved no cancellations in April.
\n
Moving up the rankings this month is Copa Airlines, in 4th place globally with OTP of 93.0% and a very low cancellation rate of just 0.2%, which is impressive for an airline of its size and complexity. It is also the Latin American carrier with the highest OTP this month.
\n
Seven airlines report OTP of 90% or over, including Aer Lingus with 90.3% of flights on time, and Norwegian with 90.9% operating on time.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), SAS Scandinavian Airlines reports the highest OTP, with 89.1% of flights on time. Across their operation of 23,053 flights, cancellations ran at 1.7% this month.
\n
Qantas has second highest OTP in the major airline category, with 87.8% of flights on time in April. British Airways also performed well, with 85.8% of flights on time, and a cancellation rate of just 0.6%.
\n
In North America, Alaska Airlines had the highest OTP, with 85.2% of flights on time, and a low rate of cancellations, at just 0.5% of flights not operating. Of the US majors, Delta Air Lines was also in the Top 10 of this group, in 9th place with an OTP rate of 83.6%, and low cancellations – just 0.8%.
\n
April was not a good month operationally for Deutsche Lufthansa AG, which saw low OTP at just 71.1% and a high cancellation rate of 18.6% as the carrier continued to be affected by labour disputes resulting in multiple strikes in April.
\n
\n
Large airlines:
\n
\n
In the large category - airlines operating between 10,000 and 20,000 flights in the month - Copa Airlines remains the best-performing carrier with consistently high OTP, this month at 93.0%, with no other large airline achieving OTP of over 90%.
\n
Amongst the large airlines, the Wizz Air group is the LCC with highest OTP, with both Wizz Air Malta and Wizz Air having 85.4% and 85.1% of flights on time in April.
\n
\n \n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in April:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Qantas Airlines
\n
🥉 British Airways
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
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On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: Explore April OTP highlights
\n\n
\n
Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Garuda remains the most punctual airline in the world again this month, with 98.0% of flights on time. Two more Asian airlines take up the second and third positions with Cebgo (Cebu Pacific’s LCC subsidiary) and Fuji Dream recording almost the same OTP at 93.5% and 93.3% respectively. Cebgo also achieved no cancellations in April.
\n
Moving up the rankings this month is Copa Airlines, in 4th place globally with OTP of 93.0% and a very low cancellation rate of just 0.2%, which is impressive for an airline of its size and complexity. It is also the Latin American carrier with the highest OTP this month.
\n
Seven airlines report OTP of 90% or over, including Aer Lingus with 90.3% of flights on time, and Norwegian with 90.9% operating on time.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), SAS Scandinavian Airlines reports the highest OTP, with 89.1% of flights on time. Across their operation of 23,053 flights, cancellations ran at 1.7% this month.
\n
Qantas has second highest OTP in the major airline category, with 87.8% of flights on time in April. British Airways also performed well, with 85.8% of flights on time, and a cancellation rate of just 0.6%.
\n
In North America, Alaska Airlines had the highest OTP, with 85.2% of flights on time, and a low rate of cancellations, at just 0.5% of flights not operating. Of the US majors, Delta Air Lines was also in the Top 10 of this group, in 9th place with an OTP rate of 83.6%, and low cancellations – just 0.8%.
\n
April was not a good month operationally for Deutsche Lufthansa AG, which saw low OTP at just 71.1% and a high cancellation rate of 18.6% as the carrier continued to be affected by labour disputes resulting in multiple strikes in April.
\n
\n
Large airlines:
\n
\n
In the large category - airlines operating between 10,000 and 20,000 flights in the month - Copa Airlines remains the best-performing carrier with consistently high OTP, this month at 93.0%, with no other large airline achieving OTP of over 90%.
\n
Amongst the large airlines, the Wizz Air group is the LCC with highest OTP, with both Wizz Air Malta and Wizz Air having 85.4% and 85.1% of flights on time in April.
\n
\n \n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in April:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Qantas Airlines
\n
🥉 British Airways
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","postBodyRss":"
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: Explore April OTP highlights
\n\n
\n
Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Garuda remains the most punctual airline in the world again this month, with 98.0% of flights on time. Two more Asian airlines take up the second and third positions with Cebgo (Cebu Pacific’s LCC subsidiary) and Fuji Dream recording almost the same OTP at 93.5% and 93.3% respectively. Cebgo also achieved no cancellations in April.
\n
Moving up the rankings this month is Copa Airlines, in 4th place globally with OTP of 93.0% and a very low cancellation rate of just 0.2%, which is impressive for an airline of its size and complexity. It is also the Latin American carrier with the highest OTP this month.
\n
Seven airlines report OTP of 90% or over, including Aer Lingus with 90.3% of flights on time, and Norwegian with 90.9% operating on time.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), SAS Scandinavian Airlines reports the highest OTP, with 89.1% of flights on time. Across their operation of 23,053 flights, cancellations ran at 1.7% this month.
\n
Qantas has second highest OTP in the major airline category, with 87.8% of flights on time in April. British Airways also performed well, with 85.8% of flights on time, and a cancellation rate of just 0.6%.
\n
In North America, Alaska Airlines had the highest OTP, with 85.2% of flights on time, and a low rate of cancellations, at just 0.5% of flights not operating. Of the US majors, Delta Air Lines was also in the Top 10 of this group, in 9th place with an OTP rate of 83.6%, and low cancellations – just 0.8%.
\n
April was not a good month operationally for Deutsche Lufthansa AG, which saw low OTP at just 71.1% and a high cancellation rate of 18.6% as the carrier continued to be affected by labour disputes resulting in multiple strikes in April.
\n
\n
Large airlines:
\n
\n
In the large category - airlines operating between 10,000 and 20,000 flights in the month - Copa Airlines remains the best-performing carrier with consistently high OTP, this month at 93.0%, with no other large airline achieving OTP of over 90%.
\n
Amongst the large airlines, the Wizz Air group is the LCC with highest OTP, with both Wizz Air Malta and Wizz Air having 85.4% and 85.1% of flights on time in April.
\n
\n \n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in April:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Qantas Airlines
\n
🥉 British Airways
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","postEmailContent":"
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n","postSummaryRss":"
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n","postTemplate":"OAG 2026/templates/blog/clean-pro-blog-post.html","previewImageSrc":null,"previewKey":"jsNDZLiC","previousPostFeaturedImage":"https://www.oag.com/hubfs/middle%20east%20blog%20image%20april%202026.jpg","previousPostFeaturedImageAltText":"","previousPostName":"The Regional Impact for Airlines and Airports from the Ongoing Middle East Conflict","previousPostSlug":"blog/regional-impact-airlines-airports-middle-east-conflict","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1778169998000,"publishDateLocalTime":1778169998000,"publishDateLocalized":{"date":1778169998000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1778169998601,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/april-2026-otp-results-for-global-airlines","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: Explore April OTP highlights
\n\n
\n
Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Garuda remains the most punctual airline in the world again this month, with 98.0% of flights on time. Two more Asian airlines take up the second and third positions with Cebgo (Cebu Pacific’s LCC subsidiary) and Fuji Dream recording almost the same OTP at 93.5% and 93.3% respectively. Cebgo also achieved no cancellations in April.
\n
Moving up the rankings this month is Copa Airlines, in 4th place globally with OTP of 93.0% and a very low cancellation rate of just 0.2%, which is impressive for an airline of its size and complexity. It is also the Latin American carrier with the highest OTP this month.
\n
Seven airlines report OTP of 90% or over, including Aer Lingus with 90.3% of flights on time, and Norwegian with 90.9% operating on time.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), SAS Scandinavian Airlines reports the highest OTP, with 89.1% of flights on time. Across their operation of 23,053 flights, cancellations ran at 1.7% this month.
\n
Qantas has second highest OTP in the major airline category, with 87.8% of flights on time in April. British Airways also performed well, with 85.8% of flights on time, and a cancellation rate of just 0.6%.
\n
In North America, Alaska Airlines had the highest OTP, with 85.2% of flights on time, and a low rate of cancellations, at just 0.5% of flights not operating. Of the US majors, Delta Air Lines was also in the Top 10 of this group, in 9th place with an OTP rate of 83.6%, and low cancellations – just 0.8%.
\n
April was not a good month operationally for Deutsche Lufthansa AG, which saw low OTP at just 71.1% and a high cancellation rate of 18.6% as the carrier continued to be affected by labour disputes resulting in multiple strikes in April.
\n
\n
Large airlines:
\n
\n
In the large category - airlines operating between 10,000 and 20,000 flights in the month - Copa Airlines remains the best-performing carrier with consistently high OTP, this month at 93.0%, with no other large airline achieving OTP of over 90%.
\n
Amongst the large airlines, the Wizz Air group is the LCC with highest OTP, with both Wizz Air Malta and Wizz Air having 85.4% and 85.1% of flights on time in April.
\n
\n \n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in April:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Qantas Airlines
\n
🥉 British Airways
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","rssSummary":"
On-time performance (OTP) rankings for April are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
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As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n","post_body":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n
\n
A ripple effect across all markets
\n
It is no surprise that the Middle East is the most impacted market from the conflict. Airline capacity is down 34.7% in May compared to the February baseline - over one-third of planned capacity no longer in service. However, looking beyond May into June and July, the scale of capacity cuts is less as airlines hope for some resolution to the current issues and retain large parts of their original schedules; a situation that could of course be adjusted on a near daily basis.
\n
The ripple effect extends well beyond the Middle East. Reductions in capacity across Eastern Europe are driven by significant capacity cuts from Middle East carriers to the region:
\n
\n
\n
Air Arabia has dropped nearly one-third (34.3%) of their originally planned capacity for May - approximately 100,000 seats
\n
\n
\n
flydubai’s reduction is proportionally smaller at 43%, but in absolute terms it is the largest cut, with 167,000 fewer seats than originally planned.
\n
\n
\n\n
\n
Other areas significantly affected with capacity cuts in May are:
\n
\n
\n
South Asia -9.9%
\n
\n
\n
South East Asia -8.3%
\n
\n
\n
Only one regional market shows any capacity growth in May. Central Asia is up 10% (in May against February) with Indigo adding nearly 85,000 seats as they continue their expansion into the market.
\n
A six-week planning window
\n
Looking beyond May to scheduled capacity for June, there are just three regional markets where capacity growth against February is still expected; North Africa (+3.0%), Central Asia (+14.8%) and North-East Asia (+1.4%). By July there are ten regions anticipating capacity growth - suggesting that globally airlines are looking at around a six-week planning window for schedules and adjusting accordingly.
\n
Locally based airlines: Largest capacity reductions
\n
While it is no surprise that locally-based Middle East airlines are most impacted, the positive message is that in all cases, the airlines are planning to operate at least two-thirds of their initial February capacity as they attempt to return to normal services. Six of the ten largest capacity-dropping airlines also have planned capacity reductions for June, with Qatar Airways at -18% for what would normally be a very busy month for the airline.
\n\n
\n
Beyond the Middle East
\n
Two situations outside the region are also worth noting, as they illustrate how non-conflict factors continue to reshape capacity alongside the broader disruption.
\n
Spirit Airlines shows a 40% reduction in May capacity versus February - a figure that reflects the airline's ongoing restructuring rather than any conflict-related impact. Separately, Vietjet announced a significant reduction in domestic frequencies, partly due to fuel shortages as they preserve supplies, and consequently have a 29% reduction in total capacity, which should result in some higher-than-normal load factors on those services.
\n\n
\n
What the data tells us
\n
Schedule data captures decision-making at scale. What is shown here is an industry responding to external factors outside of its control and the impact on markets. For airlines, market disruption is now the new normal for an industry that can move very quickly on occasion.
\n
The six-week planning window that appears to be in use gives airlines room to restore capacity relatively quickly, meaning there is still opportunity for a recovery to near normal summer operations if conditions allow - but that is one thing that airlines just cannot control.
\n
","rss_summary":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n","rss_body":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n
\n
A ripple effect across all markets
\n
It is no surprise that the Middle East is the most impacted market from the conflict. Airline capacity is down 34.7% in May compared to the February baseline - over one-third of planned capacity no longer in service. However, looking beyond May into June and July, the scale of capacity cuts is less as airlines hope for some resolution to the current issues and retain large parts of their original schedules; a situation that could of course be adjusted on a near daily basis.
\n
The ripple effect extends well beyond the Middle East. Reductions in capacity across Eastern Europe are driven by significant capacity cuts from Middle East carriers to the region:
\n
\n
\n
Air Arabia has dropped nearly one-third (34.3%) of their originally planned capacity for May - approximately 100,000 seats
\n
\n
\n
flydubai’s reduction is proportionally smaller at 43%, but in absolute terms it is the largest cut, with 167,000 fewer seats than originally planned.
\n
\n
\n\n
\n
Other areas significantly affected with capacity cuts in May are:
\n
\n
\n
South Asia -9.9%
\n
\n
\n
South East Asia -8.3%
\n
\n
\n
Only one regional market shows any capacity growth in May. Central Asia is up 10% (in May against February) with Indigo adding nearly 85,000 seats as they continue their expansion into the market.
\n
A six-week planning window
\n
Looking beyond May to scheduled capacity for June, there are just three regional markets where capacity growth against February is still expected; North Africa (+3.0%), Central Asia (+14.8%) and North-East Asia (+1.4%). By July there are ten regions anticipating capacity growth - suggesting that globally airlines are looking at around a six-week planning window for schedules and adjusting accordingly.
\n
Locally based airlines: Largest capacity reductions
\n
While it is no surprise that locally-based Middle East airlines are most impacted, the positive message is that in all cases, the airlines are planning to operate at least two-thirds of their initial February capacity as they attempt to return to normal services. Six of the ten largest capacity-dropping airlines also have planned capacity reductions for June, with Qatar Airways at -18% for what would normally be a very busy month for the airline.
\n\n
\n
Beyond the Middle East
\n
Two situations outside the region are also worth noting, as they illustrate how non-conflict factors continue to reshape capacity alongside the broader disruption.
\n
Spirit Airlines shows a 40% reduction in May capacity versus February - a figure that reflects the airline's ongoing restructuring rather than any conflict-related impact. Separately, Vietjet announced a significant reduction in domestic frequencies, partly due to fuel shortages as they preserve supplies, and consequently have a 29% reduction in total capacity, which should result in some higher-than-normal load factors on those services.
\n\n
\n
What the data tells us
\n
Schedule data captures decision-making at scale. What is shown here is an industry responding to external factors outside of its control and the impact on markets. For airlines, market disruption is now the new normal for an industry that can move very quickly on occasion.
\n
The six-week planning window that appears to be in use gives airlines room to restore capacity relatively quickly, meaning there is still opportunity for a recovery to near normal summer operations if conditions allow - but that is one thing that airlines just cannot control.
\n
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As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n
\n
A ripple effect across all markets
\n
It is no surprise that the Middle East is the most impacted market from the conflict. Airline capacity is down 34.7% in May compared to the February baseline - over one-third of planned capacity no longer in service. However, looking beyond May into June and July, the scale of capacity cuts is less as airlines hope for some resolution to the current issues and retain large parts of their original schedules; a situation that could of course be adjusted on a near daily basis.
\n
The ripple effect extends well beyond the Middle East. Reductions in capacity across Eastern Europe are driven by significant capacity cuts from Middle East carriers to the region:
\n
\n
\n
Air Arabia has dropped nearly one-third (34.3%) of their originally planned capacity for May - approximately 100,000 seats
\n
\n
\n
flydubai’s reduction is proportionally smaller at 43%, but in absolute terms it is the largest cut, with 167,000 fewer seats than originally planned.
\n
\n
\n\n
\n
Other areas significantly affected with capacity cuts in May are:
\n
\n
\n
South Asia -9.9%
\n
\n
\n
South East Asia -8.3%
\n
\n
\n
Only one regional market shows any capacity growth in May. Central Asia is up 10% (in May against February) with Indigo adding nearly 85,000 seats as they continue their expansion into the market.
\n
A six-week planning window
\n
Looking beyond May to scheduled capacity for June, there are just three regional markets where capacity growth against February is still expected; North Africa (+3.0%), Central Asia (+14.8%) and North-East Asia (+1.4%). By July there are ten regions anticipating capacity growth - suggesting that globally airlines are looking at around a six-week planning window for schedules and adjusting accordingly.
\n
Locally based airlines: Largest capacity reductions
\n
While it is no surprise that locally-based Middle East airlines are most impacted, the positive message is that in all cases, the airlines are planning to operate at least two-thirds of their initial February capacity as they attempt to return to normal services. Six of the ten largest capacity-dropping airlines also have planned capacity reductions for June, with Qatar Airways at -18% for what would normally be a very busy month for the airline.
\n\n
\n
Beyond the Middle East
\n
Two situations outside the region are also worth noting, as they illustrate how non-conflict factors continue to reshape capacity alongside the broader disruption.
\n
Spirit Airlines shows a 40% reduction in May capacity versus February - a figure that reflects the airline's ongoing restructuring rather than any conflict-related impact. Separately, Vietjet announced a significant reduction in domestic frequencies, partly due to fuel shortages as they preserve supplies, and consequently have a 29% reduction in total capacity, which should result in some higher-than-normal load factors on those services.
\n\n
\n
What the data tells us
\n
Schedule data captures decision-making at scale. What is shown here is an industry responding to external factors outside of its control and the impact on markets. For airlines, market disruption is now the new normal for an industry that can move very quickly on occasion.
\n
The six-week planning window that appears to be in use gives airlines room to restore capacity relatively quickly, meaning there is still opportunity for a recovery to near normal summer operations if conditions allow - but that is one thing that airlines just cannot control.
\n
","postBodyRss":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n
\n
A ripple effect across all markets
\n
It is no surprise that the Middle East is the most impacted market from the conflict. Airline capacity is down 34.7% in May compared to the February baseline - over one-third of planned capacity no longer in service. However, looking beyond May into June and July, the scale of capacity cuts is less as airlines hope for some resolution to the current issues and retain large parts of their original schedules; a situation that could of course be adjusted on a near daily basis.
\n
The ripple effect extends well beyond the Middle East. Reductions in capacity across Eastern Europe are driven by significant capacity cuts from Middle East carriers to the region:
\n
\n
\n
Air Arabia has dropped nearly one-third (34.3%) of their originally planned capacity for May - approximately 100,000 seats
\n
\n
\n
flydubai’s reduction is proportionally smaller at 43%, but in absolute terms it is the largest cut, with 167,000 fewer seats than originally planned.
\n
\n
\n\n
\n
Other areas significantly affected with capacity cuts in May are:
\n
\n
\n
South Asia -9.9%
\n
\n
\n
South East Asia -8.3%
\n
\n
\n
Only one regional market shows any capacity growth in May. Central Asia is up 10% (in May against February) with Indigo adding nearly 85,000 seats as they continue their expansion into the market.
\n
A six-week planning window
\n
Looking beyond May to scheduled capacity for June, there are just three regional markets where capacity growth against February is still expected; North Africa (+3.0%), Central Asia (+14.8%) and North-East Asia (+1.4%). By July there are ten regions anticipating capacity growth - suggesting that globally airlines are looking at around a six-week planning window for schedules and adjusting accordingly.
\n
Locally based airlines: Largest capacity reductions
\n
While it is no surprise that locally-based Middle East airlines are most impacted, the positive message is that in all cases, the airlines are planning to operate at least two-thirds of their initial February capacity as they attempt to return to normal services. Six of the ten largest capacity-dropping airlines also have planned capacity reductions for June, with Qatar Airways at -18% for what would normally be a very busy month for the airline.
\n\n
\n
Beyond the Middle East
\n
Two situations outside the region are also worth noting, as they illustrate how non-conflict factors continue to reshape capacity alongside the broader disruption.
\n
Spirit Airlines shows a 40% reduction in May capacity versus February - a figure that reflects the airline's ongoing restructuring rather than any conflict-related impact. Separately, Vietjet announced a significant reduction in domestic frequencies, partly due to fuel shortages as they preserve supplies, and consequently have a 29% reduction in total capacity, which should result in some higher-than-normal load factors on those services.
\n\n
\n
What the data tells us
\n
Schedule data captures decision-making at scale. What is shown here is an industry responding to external factors outside of its control and the impact on markets. For airlines, market disruption is now the new normal for an industry that can move very quickly on occasion.
\n
The six-week planning window that appears to be in use gives airlines room to restore capacity relatively quickly, meaning there is still opportunity for a recovery to near normal summer operations if conditions allow - but that is one thing that airlines just cannot control.
\n
","postEmailContent":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n","postSummaryRss":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
","postTemplate":"OAG 2026/templates/blog/clean-pro-blog-post.html","previewImageSrc":null,"previewKey":"leywzybI","previousPostFeaturedImage":"https://www.oag.com/hubfs/OTP%20may%202026%20blog.jpg","previousPostFeaturedImageAltText":"","previousPostName":"On-Time Performance: April 2026's Most Punctual Airlines","previousPostSlug":"blog/april-2026-otp-results-for-global-airlines","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1777558500000,"publishDateLocalTime":1777558500000,"publishDateLocalized":{"date":1777558500000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1777558500465,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/regional-impact-airlines-airports-middle-east-conflict","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
\n
\n
A ripple effect across all markets
\n
It is no surprise that the Middle East is the most impacted market from the conflict. Airline capacity is down 34.7% in May compared to the February baseline - over one-third of planned capacity no longer in service. However, looking beyond May into June and July, the scale of capacity cuts is less as airlines hope for some resolution to the current issues and retain large parts of their original schedules; a situation that could of course be adjusted on a near daily basis.
\n
The ripple effect extends well beyond the Middle East. Reductions in capacity across Eastern Europe are driven by significant capacity cuts from Middle East carriers to the region:
\n
\n
\n
Air Arabia has dropped nearly one-third (34.3%) of their originally planned capacity for May - approximately 100,000 seats
\n
\n
\n
flydubai’s reduction is proportionally smaller at 43%, but in absolute terms it is the largest cut, with 167,000 fewer seats than originally planned.
\n
\n
\n\n
\n
Other areas significantly affected with capacity cuts in May are:
\n
\n
\n
South Asia -9.9%
\n
\n
\n
South East Asia -8.3%
\n
\n
\n
Only one regional market shows any capacity growth in May. Central Asia is up 10% (in May against February) with Indigo adding nearly 85,000 seats as they continue their expansion into the market.
\n
A six-week planning window
\n
Looking beyond May to scheduled capacity for June, there are just three regional markets where capacity growth against February is still expected; North Africa (+3.0%), Central Asia (+14.8%) and North-East Asia (+1.4%). By July there are ten regions anticipating capacity growth - suggesting that globally airlines are looking at around a six-week planning window for schedules and adjusting accordingly.
\n
Locally based airlines: Largest capacity reductions
\n
While it is no surprise that locally-based Middle East airlines are most impacted, the positive message is that in all cases, the airlines are planning to operate at least two-thirds of their initial February capacity as they attempt to return to normal services. Six of the ten largest capacity-dropping airlines also have planned capacity reductions for June, with Qatar Airways at -18% for what would normally be a very busy month for the airline.
\n\n
\n
Beyond the Middle East
\n
Two situations outside the region are also worth noting, as they illustrate how non-conflict factors continue to reshape capacity alongside the broader disruption.
\n
Spirit Airlines shows a 40% reduction in May capacity versus February - a figure that reflects the airline's ongoing restructuring rather than any conflict-related impact. Separately, Vietjet announced a significant reduction in domestic frequencies, partly due to fuel shortages as they preserve supplies, and consequently have a 29% reduction in total capacity, which should result in some higher-than-normal load factors on those services.
\n\n
\n
What the data tells us
\n
Schedule data captures decision-making at scale. What is shown here is an industry responding to external factors outside of its control and the impact on markets. For airlines, market disruption is now the new normal for an industry that can move very quickly on occasion.
\n
The six-week planning window that appears to be in use gives airlines room to restore capacity relatively quickly, meaning there is still opportunity for a recovery to near normal summer operations if conditions allow - but that is one thing that airlines just cannot control.
\n
","rssSummary":"
As the peak summer travel season approaches, airlines are planning schedules under a degree of genuine uncertainty. The Middle East conflict has impacted capacity across multiple regions, but with a ceasefire now in place, we’ve looked at what changes are currently planned by both market and major airlines.
\n
Using OAG schedules data comparing 27 April 2026 filed capacity against the original February baseline, this analysis examines what has changed - by region and by airline - across May, June and July.
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This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
","post_body":"
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
\n
Click any chart to read the full analysis.
\n
The US domestic market: Spirit's collapse and Frontier's rise
\n
\n
The tier-two US low-cost sector has been dramatically reshaped since 2024. Frontier has grown capacity by 104% since 2016 and now offers more seats than JetBlue, while Spirit has shed 62% of capacity from its 2024 peak as it works through its second Chapter 11 process, currently operating 160 aircraft. Collectively, JetBlue, Frontier, Spirit, and Allegiant provide 7.8% of all US domestic capacity: a small share, but the one attracting the most attention in the market right now.
American Airlines leads all US carriers with 160.5 million scheduled seats and a 21.7% market share this summer. The four biggest US airlines, American, Delta, Southwest, and United, hold 562 million seats between them, representing 76% of all US capacity. United is the fastest-growing of the four, up 9% year-on-year and adding 51 net new domestic routes. Spirit, by contrast, has cut scheduled seat capacity from 23.3 million in Summer 2025 to 10.7 million: a reduction of 54% in a single year.
OAG's Q1 2026 airfare analysis shows fares declined year-on-year on 13 of the top 20 US domestic and international routes. On the JFK–LHR corridor, the largest US international route by seat capacity, outbound fares rose 6% to $557, consistent with a modest capacity reduction of around 100,000 seats. The largest fare change was on LaGuardia–Toronto Pearson (LGA–YYZ), where outbound fares fell 45% as the route now has four carriers operating, prompting questions about overcapacity.
March 2026 on-time performance: SAS leads the major airlines
\n
\n
Among major airlines (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place for on-time performance in March 2026, followed by Hainan Airlines and China Southern Airlines. In the all-airlines category, Garuda Indonesia led with a 97.9% OTP rate. Vietnam Airlines reported zero cancellations across 14,100 planned flights. Air Canada had a challenging month, with 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
April's innovation radar is focused squarely on operations rather than retail, a first for Google, which features for the eighth time in the series. A landmark trial embedding AI-driven contrail forecasts into American Airlines' flight planning workflow achieved a 62% reduction in contrail formation and a 69% drop in estimated warming effect, at a fleet-level fuel cost of just 0.3%. Google's Find Hub baggage location feature has also been integrated into SITA's WorldTracer system, used by more than 500 airlines across approximately 2,800 airports. Meanwhile, Heathrow has selected the AIRHART platform to replace its legacy systems with a unified AI-driven operations infrastructure.
Italy leads European new route growth in Summer 2026
\n
\n
Europe has the highest level of new route growth of any region this summer, with over 400 new international routes. Within Europe, Italy leads with 53 new international routes, followed by Spain (45) and Germany (44). Together, those three countries account for 41% of all new European international routes this summer. Wizz Air is the single biggest contributor to new route launches across the five largest country markets, adding 82 routes, though with 76 routes also dropped from Summer 2025, the net picture shows a high degree of churn across the continent.
Singapore Airlines holds the top two spots in Summer 2026, with JFK–SIN at 15,332 km and EWR–SIN at 15,329 km, and appears three times overall in the top ten. Qantas accounts for three routes in the ranking, PER–LHR, DFW–MEL, and CDG–PER, reflecting the carrier's sustained commitment to ultra-long-haul flying. Every route in the top ten exceeds 14,000 km, and the longest average flight time across the list is 18 hours 40 minutes.
In April 2026, Tokyo Haneda is the only top-three global airport that also anchors multiple top domestic routes, appearing on three of the top ten. The four largest US airports, ATL, ORD, DFW, and DEN, do not appear on a single top domestic route, as their volume is spread across hundreds of connections. In the international top ten, JFK–LHR is the only Western route and the sole pairing where either airport ranks globally by total seats. The remaining nine international routes are entirely Asia-Pacific.
We'll deliver our aviation market analysis, data infographics, and travel tech news straight to your inbox when you subscribe to OAG's weekly content digest, below.
\n
","rss_summary":"
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
","rss_body":"
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
\n
Click any chart to read the full analysis.
\n
The US domestic market: Spirit's collapse and Frontier's rise
\n
\n
The tier-two US low-cost sector has been dramatically reshaped since 2024. Frontier has grown capacity by 104% since 2016 and now offers more seats than JetBlue, while Spirit has shed 62% of capacity from its 2024 peak as it works through its second Chapter 11 process, currently operating 160 aircraft. Collectively, JetBlue, Frontier, Spirit, and Allegiant provide 7.8% of all US domestic capacity: a small share, but the one attracting the most attention in the market right now.
American Airlines leads all US carriers with 160.5 million scheduled seats and a 21.7% market share this summer. The four biggest US airlines, American, Delta, Southwest, and United, hold 562 million seats between them, representing 76% of all US capacity. United is the fastest-growing of the four, up 9% year-on-year and adding 51 net new domestic routes. Spirit, by contrast, has cut scheduled seat capacity from 23.3 million in Summer 2025 to 10.7 million: a reduction of 54% in a single year.
OAG's Q1 2026 airfare analysis shows fares declined year-on-year on 13 of the top 20 US domestic and international routes. On the JFK–LHR corridor, the largest US international route by seat capacity, outbound fares rose 6% to $557, consistent with a modest capacity reduction of around 100,000 seats. The largest fare change was on LaGuardia–Toronto Pearson (LGA–YYZ), where outbound fares fell 45% as the route now has four carriers operating, prompting questions about overcapacity.
March 2026 on-time performance: SAS leads the major airlines
\n
\n
Among major airlines (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place for on-time performance in March 2026, followed by Hainan Airlines and China Southern Airlines. In the all-airlines category, Garuda Indonesia led with a 97.9% OTP rate. Vietnam Airlines reported zero cancellations across 14,100 planned flights. Air Canada had a challenging month, with 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
April's innovation radar is focused squarely on operations rather than retail, a first for Google, which features for the eighth time in the series. A landmark trial embedding AI-driven contrail forecasts into American Airlines' flight planning workflow achieved a 62% reduction in contrail formation and a 69% drop in estimated warming effect, at a fleet-level fuel cost of just 0.3%. Google's Find Hub baggage location feature has also been integrated into SITA's WorldTracer system, used by more than 500 airlines across approximately 2,800 airports. Meanwhile, Heathrow has selected the AIRHART platform to replace its legacy systems with a unified AI-driven operations infrastructure.
Italy leads European new route growth in Summer 2026
\n
\n
Europe has the highest level of new route growth of any region this summer, with over 400 new international routes. Within Europe, Italy leads with 53 new international routes, followed by Spain (45) and Germany (44). Together, those three countries account for 41% of all new European international routes this summer. Wizz Air is the single biggest contributor to new route launches across the five largest country markets, adding 82 routes, though with 76 routes also dropped from Summer 2025, the net picture shows a high degree of churn across the continent.
Singapore Airlines holds the top two spots in Summer 2026, with JFK–SIN at 15,332 km and EWR–SIN at 15,329 km, and appears three times overall in the top ten. Qantas accounts for three routes in the ranking, PER–LHR, DFW–MEL, and CDG–PER, reflecting the carrier's sustained commitment to ultra-long-haul flying. Every route in the top ten exceeds 14,000 km, and the longest average flight time across the list is 18 hours 40 minutes.
In April 2026, Tokyo Haneda is the only top-three global airport that also anchors multiple top domestic routes, appearing on three of the top ten. The four largest US airports, ATL, ORD, DFW, and DEN, do not appear on a single top domestic route, as their volume is spread across hundreds of connections. In the international top ten, JFK–LHR is the only Western route and the sole pairing where either airport ranks globally by total seats. The remaining nine international routes are entirely Asia-Pacific.
We'll deliver our aviation market analysis, data infographics, and travel tech news straight to your inbox when you subscribe to OAG's weekly content digest, below.
\n
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This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
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Click any chart to read the full analysis.
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The US domestic market: Spirit's collapse and Frontier's rise
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\n
The tier-two US low-cost sector has been dramatically reshaped since 2024. Frontier has grown capacity by 104% since 2016 and now offers more seats than JetBlue, while Spirit has shed 62% of capacity from its 2024 peak as it works through its second Chapter 11 process, currently operating 160 aircraft. Collectively, JetBlue, Frontier, Spirit, and Allegiant provide 7.8% of all US domestic capacity: a small share, but the one attracting the most attention in the market right now.
American Airlines leads all US carriers with 160.5 million scheduled seats and a 21.7% market share this summer. The four biggest US airlines, American, Delta, Southwest, and United, hold 562 million seats between them, representing 76% of all US capacity. United is the fastest-growing of the four, up 9% year-on-year and adding 51 net new domestic routes. Spirit, by contrast, has cut scheduled seat capacity from 23.3 million in Summer 2025 to 10.7 million: a reduction of 54% in a single year.
OAG's Q1 2026 airfare analysis shows fares declined year-on-year on 13 of the top 20 US domestic and international routes. On the JFK–LHR corridor, the largest US international route by seat capacity, outbound fares rose 6% to $557, consistent with a modest capacity reduction of around 100,000 seats. The largest fare change was on LaGuardia–Toronto Pearson (LGA–YYZ), where outbound fares fell 45% as the route now has four carriers operating, prompting questions about overcapacity.
March 2026 on-time performance: SAS leads the major airlines
\n
\n
Among major airlines (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place for on-time performance in March 2026, followed by Hainan Airlines and China Southern Airlines. In the all-airlines category, Garuda Indonesia led with a 97.9% OTP rate. Vietnam Airlines reported zero cancellations across 14,100 planned flights. Air Canada had a challenging month, with 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
April's innovation radar is focused squarely on operations rather than retail, a first for Google, which features for the eighth time in the series. A landmark trial embedding AI-driven contrail forecasts into American Airlines' flight planning workflow achieved a 62% reduction in contrail formation and a 69% drop in estimated warming effect, at a fleet-level fuel cost of just 0.3%. Google's Find Hub baggage location feature has also been integrated into SITA's WorldTracer system, used by more than 500 airlines across approximately 2,800 airports. Meanwhile, Heathrow has selected the AIRHART platform to replace its legacy systems with a unified AI-driven operations infrastructure.
Italy leads European new route growth in Summer 2026
\n
\n
Europe has the highest level of new route growth of any region this summer, with over 400 new international routes. Within Europe, Italy leads with 53 new international routes, followed by Spain (45) and Germany (44). Together, those three countries account for 41% of all new European international routes this summer. Wizz Air is the single biggest contributor to new route launches across the five largest country markets, adding 82 routes, though with 76 routes also dropped from Summer 2025, the net picture shows a high degree of churn across the continent.
Singapore Airlines holds the top two spots in Summer 2026, with JFK–SIN at 15,332 km and EWR–SIN at 15,329 km, and appears three times overall in the top ten. Qantas accounts for three routes in the ranking, PER–LHR, DFW–MEL, and CDG–PER, reflecting the carrier's sustained commitment to ultra-long-haul flying. Every route in the top ten exceeds 14,000 km, and the longest average flight time across the list is 18 hours 40 minutes.
In April 2026, Tokyo Haneda is the only top-three global airport that also anchors multiple top domestic routes, appearing on three of the top ten. The four largest US airports, ATL, ORD, DFW, and DEN, do not appear on a single top domestic route, as their volume is spread across hundreds of connections. In the international top ten, JFK–LHR is the only Western route and the sole pairing where either airport ranks globally by total seats. The remaining nine international routes are entirely Asia-Pacific.
We'll deliver our aviation market analysis, data infographics, and travel tech news straight to your inbox when you subscribe to OAG's weekly content digest, below.
\n
","postBodyRss":"
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
\n
Click any chart to read the full analysis.
\n
The US domestic market: Spirit's collapse and Frontier's rise
\n
\n
The tier-two US low-cost sector has been dramatically reshaped since 2024. Frontier has grown capacity by 104% since 2016 and now offers more seats than JetBlue, while Spirit has shed 62% of capacity from its 2024 peak as it works through its second Chapter 11 process, currently operating 160 aircraft. Collectively, JetBlue, Frontier, Spirit, and Allegiant provide 7.8% of all US domestic capacity: a small share, but the one attracting the most attention in the market right now.
American Airlines leads all US carriers with 160.5 million scheduled seats and a 21.7% market share this summer. The four biggest US airlines, American, Delta, Southwest, and United, hold 562 million seats between them, representing 76% of all US capacity. United is the fastest-growing of the four, up 9% year-on-year and adding 51 net new domestic routes. Spirit, by contrast, has cut scheduled seat capacity from 23.3 million in Summer 2025 to 10.7 million: a reduction of 54% in a single year.
OAG's Q1 2026 airfare analysis shows fares declined year-on-year on 13 of the top 20 US domestic and international routes. On the JFK–LHR corridor, the largest US international route by seat capacity, outbound fares rose 6% to $557, consistent with a modest capacity reduction of around 100,000 seats. The largest fare change was on LaGuardia–Toronto Pearson (LGA–YYZ), where outbound fares fell 45% as the route now has four carriers operating, prompting questions about overcapacity.
March 2026 on-time performance: SAS leads the major airlines
\n
\n
Among major airlines (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place for on-time performance in March 2026, followed by Hainan Airlines and China Southern Airlines. In the all-airlines category, Garuda Indonesia led with a 97.9% OTP rate. Vietnam Airlines reported zero cancellations across 14,100 planned flights. Air Canada had a challenging month, with 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
April's innovation radar is focused squarely on operations rather than retail, a first for Google, which features for the eighth time in the series. A landmark trial embedding AI-driven contrail forecasts into American Airlines' flight planning workflow achieved a 62% reduction in contrail formation and a 69% drop in estimated warming effect, at a fleet-level fuel cost of just 0.3%. Google's Find Hub baggage location feature has also been integrated into SITA's WorldTracer system, used by more than 500 airlines across approximately 2,800 airports. Meanwhile, Heathrow has selected the AIRHART platform to replace its legacy systems with a unified AI-driven operations infrastructure.
Italy leads European new route growth in Summer 2026
\n
\n
Europe has the highest level of new route growth of any region this summer, with over 400 new international routes. Within Europe, Italy leads with 53 new international routes, followed by Spain (45) and Germany (44). Together, those three countries account for 41% of all new European international routes this summer. Wizz Air is the single biggest contributor to new route launches across the five largest country markets, adding 82 routes, though with 76 routes also dropped from Summer 2025, the net picture shows a high degree of churn across the continent.
Singapore Airlines holds the top two spots in Summer 2026, with JFK–SIN at 15,332 km and EWR–SIN at 15,329 km, and appears three times overall in the top ten. Qantas accounts for three routes in the ranking, PER–LHR, DFW–MEL, and CDG–PER, reflecting the carrier's sustained commitment to ultra-long-haul flying. Every route in the top ten exceeds 14,000 km, and the longest average flight time across the list is 18 hours 40 minutes.
In April 2026, Tokyo Haneda is the only top-three global airport that also anchors multiple top domestic routes, appearing on three of the top ten. The four largest US airports, ATL, ORD, DFW, and DEN, do not appear on a single top domestic route, as their volume is spread across hundreds of connections. In the international top ten, JFK–LHR is the only Western route and the sole pairing where either airport ranks globally by total seats. The remaining nine international routes are entirely Asia-Pacific.
We'll deliver our aviation market analysis, data infographics, and travel tech news straight to your inbox when you subscribe to OAG's weekly content digest, below.
\n
","postEmailContent":"
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
","postSummaryRss":"
This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
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This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
\n
Click any chart to read the full analysis.
\n
The US domestic market: Spirit's collapse and Frontier's rise
\n
\n
The tier-two US low-cost sector has been dramatically reshaped since 2024. Frontier has grown capacity by 104% since 2016 and now offers more seats than JetBlue, while Spirit has shed 62% of capacity from its 2024 peak as it works through its second Chapter 11 process, currently operating 160 aircraft. Collectively, JetBlue, Frontier, Spirit, and Allegiant provide 7.8% of all US domestic capacity: a small share, but the one attracting the most attention in the market right now.
American Airlines leads all US carriers with 160.5 million scheduled seats and a 21.7% market share this summer. The four biggest US airlines, American, Delta, Southwest, and United, hold 562 million seats between them, representing 76% of all US capacity. United is the fastest-growing of the four, up 9% year-on-year and adding 51 net new domestic routes. Spirit, by contrast, has cut scheduled seat capacity from 23.3 million in Summer 2025 to 10.7 million: a reduction of 54% in a single year.
OAG's Q1 2026 airfare analysis shows fares declined year-on-year on 13 of the top 20 US domestic and international routes. On the JFK–LHR corridor, the largest US international route by seat capacity, outbound fares rose 6% to $557, consistent with a modest capacity reduction of around 100,000 seats. The largest fare change was on LaGuardia–Toronto Pearson (LGA–YYZ), where outbound fares fell 45% as the route now has four carriers operating, prompting questions about overcapacity.
March 2026 on-time performance: SAS leads the major airlines
\n
\n
Among major airlines (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place for on-time performance in March 2026, followed by Hainan Airlines and China Southern Airlines. In the all-airlines category, Garuda Indonesia led with a 97.9% OTP rate. Vietnam Airlines reported zero cancellations across 14,100 planned flights. Air Canada had a challenging month, with 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
April's innovation radar is focused squarely on operations rather than retail, a first for Google, which features for the eighth time in the series. A landmark trial embedding AI-driven contrail forecasts into American Airlines' flight planning workflow achieved a 62% reduction in contrail formation and a 69% drop in estimated warming effect, at a fleet-level fuel cost of just 0.3%. Google's Find Hub baggage location feature has also been integrated into SITA's WorldTracer system, used by more than 500 airlines across approximately 2,800 airports. Meanwhile, Heathrow has selected the AIRHART platform to replace its legacy systems with a unified AI-driven operations infrastructure.
Italy leads European new route growth in Summer 2026
\n
\n
Europe has the highest level of new route growth of any region this summer, with over 400 new international routes. Within Europe, Italy leads with 53 new international routes, followed by Spain (45) and Germany (44). Together, those three countries account for 41% of all new European international routes this summer. Wizz Air is the single biggest contributor to new route launches across the five largest country markets, adding 82 routes, though with 76 routes also dropped from Summer 2025, the net picture shows a high degree of churn across the continent.
Singapore Airlines holds the top two spots in Summer 2026, with JFK–SIN at 15,332 km and EWR–SIN at 15,329 km, and appears three times overall in the top ten. Qantas accounts for three routes in the ranking, PER–LHR, DFW–MEL, and CDG–PER, reflecting the carrier's sustained commitment to ultra-long-haul flying. Every route in the top ten exceeds 14,000 km, and the longest average flight time across the list is 18 hours 40 minutes.
In April 2026, Tokyo Haneda is the only top-three global airport that also anchors multiple top domestic routes, appearing on three of the top ten. The four largest US airports, ATL, ORD, DFW, and DEN, do not appear on a single top domestic route, as their volume is spread across hundreds of connections. In the international top ten, JFK–LHR is the only Western route and the sole pairing where either airport ranks globally by total seats. The remaining nine international routes are entirely Asia-Pacific.
We'll deliver our aviation market analysis, data infographics, and travel tech news straight to your inbox when you subscribe to OAG's weekly content digest, below.
\n
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This April, our travel infographics cover the reshaping of the US low-cost market, the biggest US airlines heading into Summer 2026, the world's longest non-stop flights, where Europe's new routes are launching, the latest airline-tech innovations and much more...
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In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n","post_body":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
","rss_summary":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n","rss_body":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
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In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
","postBodyRss":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
","postEmailContent":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n","postSummaryRss":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
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In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n","post_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","rss_summary":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n","rss_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postBodyRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postEmailContent":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n","postSummaryRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n","post_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","rss_summary":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n","rss_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postBodyRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postEmailContent":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n","postSummaryRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association)\n to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association)\n to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
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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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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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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.
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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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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\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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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.
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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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","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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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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","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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","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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","rssSummary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
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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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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","post_body":"
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.
","rss_summary":"
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","rss_body":"
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.
","postBodyRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postEmailContent":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","rssSummary":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
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In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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