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\n\n
WestJet and Flair put Canada on top in North America
\n
\n
WestJet outperformed every US carrier with 83.9% OTP, and fellow Canadian airline Flair followed at 80.2%.
\n
Amongst the US Big Four, United led with 72.8%, although they did cancel 2.7% of all scheduled flights.
\n
JetBlue had a bad month with an OTP of 59.2%, and a a cancellation rate of 8.3% which in the peak month for travel in the USA will have frustrated many travellers.
\n
\n
\n
The zero-cancellation club
\n
\n
Six airlines avoided any cancellations in July: Sky Express, Jet2.com, Air Transat, Vietnam Airlines, Middle East Airlines and Philippines AirAsia.
\n
Most remarkably, Vietnam Airlines and Jet2.com who each operated in excess of 15,000 flights without a single cancellation - a remarkable level of operational integrity in the busiest month of the year. Their arrival OTP was in the low 60% range, but better to arrive late than never would be a good way to describe their performances.
\n
\n
Want to explore the full data, including rankings for major, large and low-cost airlines? It's all at oag.com/on-time-performance-data
\n\n
Understanding the data
\n
Airline OTP data shows the percentage of flights that have arrived on-time. A flight is considered on-time if it has departed or arrived within 15 minutes of the schedule. The higher the percentage, the better the OTP score. Cancellations are included in our data and are considered not on-time.
\n
\n
","rss_summary":"
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
","rss_body":"
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
\n
Key takeaways from OAG’s on-time performance rankings for July:
\n
\n
Asia dominates with seven of the top ten spots for on-time performance (OTP) in July.
\n
Garuda Indonesia continue to operate at a very high level of OTP with 95.4% of all flights arriving on time and a cancellation rate of 0.61%.
\n
In second place (in the ‘all airlines’ table) were Philippines Air Asia with 94.4% of their flights arriving on time and zero cancellations reported for the month, making them the best performing low-cost carrier.
\n
The best performing airline outside of Asia was Royal Jordanian, who regularly feature near the top of OTP rankings, achieving 89.6% arrival punctuality in July, although the airline did have a higher-than-normal cancellation rate of 2.3%.
\n
Despite the operational challenges in the Middle East region, four other airlines, Middle East Airlines, Oman Air, Gulf Air and Saudia achieved OTP of 80% or higher in July, although Saudi Arabian Airlines had a 7.9% cancellation rate as they worked through those disruptive issues.
\n
\n\n
SAS and Aer Lingus shine in Europe
\n
\n
SAS Scandinavian Airlines were Europe's most punctual carrier with 84.2% of flights arriving on-time, placing them ahead of Aer Lingus (82.8%) although SAS did have a higher cancellation rate of 1.35% compared to Aer Lingus’ 0.36%.
\n
Sun Express were the most punctual European LCC with 80.4% of their flights arriving on-time, just slightly ahead of Norwegian (80.01%).
\n
At the other end, three European airlines failed to reach 60% OTP, SkyExpress had a particularly bad month with only 48.9% of flights arriving on-time.
\n
\n
\n
WestJet and Flair put Canada on top in North America
\n
\n
WestJet outperformed every US carrier with 83.9% OTP, and fellow Canadian airline Flair followed at 80.2%.
\n
Amongst the US Big Four, United led with 72.8%, although they did cancel 2.7% of all scheduled flights.
\n
JetBlue had a bad month with an OTP of 59.2%, and a a cancellation rate of 8.3% which in the peak month for travel in the USA will have frustrated many travellers.
\n
\n
\n
The zero-cancellation club
\n
\n
Six airlines avoided any cancellations in July: Sky Express, Jet2.com, Air Transat, Vietnam Airlines, Middle East Airlines and Philippines AirAsia.
\n
Most remarkably, Vietnam Airlines and Jet2.com who each operated in excess of 15,000 flights without a single cancellation - a remarkable level of operational integrity in the busiest month of the year. Their arrival OTP was in the low 60% range, but better to arrive late than never would be a good way to describe their performances.
\n
\n
Want to explore the full data, including rankings for major, large and low-cost airlines? It's all at oag.com/on-time-performance-data
\n\n
Understanding the data
\n
Airline OTP data shows the percentage of flights that have arrived on-time. A flight is considered on-time if it has departed or arrived within 15 minutes of the schedule. The higher the percentage, the better the OTP score. Cancellations are included in our data and are considered not on-time.
\n
\n
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Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
\n
Key takeaways from OAG’s on-time performance rankings for July:
\n
\n
Asia dominates with seven of the top ten spots for on-time performance (OTP) in July.
\n
Garuda Indonesia continue to operate at a very high level of OTP with 95.4% of all flights arriving on time and a cancellation rate of 0.61%.
\n
In second place (in the ‘all airlines’ table) were Philippines Air Asia with 94.4% of their flights arriving on time and zero cancellations reported for the month, making them the best performing low-cost carrier.
\n
The best performing airline outside of Asia was Royal Jordanian, who regularly feature near the top of OTP rankings, achieving 89.6% arrival punctuality in July, although the airline did have a higher-than-normal cancellation rate of 2.3%.
\n
Despite the operational challenges in the Middle East region, four other airlines, Middle East Airlines, Oman Air, Gulf Air and Saudia achieved OTP of 80% or higher in July, although Saudi Arabian Airlines had a 7.9% cancellation rate as they worked through those disruptive issues.
\n
\n\n
SAS and Aer Lingus shine in Europe
\n
\n
SAS Scandinavian Airlines were Europe's most punctual carrier with 84.2% of flights arriving on-time, placing them ahead of Aer Lingus (82.8%) although SAS did have a higher cancellation rate of 1.35% compared to Aer Lingus’ 0.36%.
\n
Sun Express were the most punctual European LCC with 80.4% of their flights arriving on-time, just slightly ahead of Norwegian (80.01%).
\n
At the other end, three European airlines failed to reach 60% OTP, SkyExpress had a particularly bad month with only 48.9% of flights arriving on-time.
\n
\n
\n
WestJet and Flair put Canada on top in North America
\n
\n
WestJet outperformed every US carrier with 83.9% OTP, and fellow Canadian airline Flair followed at 80.2%.
\n
Amongst the US Big Four, United led with 72.8%, although they did cancel 2.7% of all scheduled flights.
\n
JetBlue had a bad month with an OTP of 59.2%, and a a cancellation rate of 8.3% which in the peak month for travel in the USA will have frustrated many travellers.
\n
\n
\n
The zero-cancellation club
\n
\n
Six airlines avoided any cancellations in July: Sky Express, Jet2.com, Air Transat, Vietnam Airlines, Middle East Airlines and Philippines AirAsia.
\n
Most remarkably, Vietnam Airlines and Jet2.com who each operated in excess of 15,000 flights without a single cancellation - a remarkable level of operational integrity in the busiest month of the year. Their arrival OTP was in the low 60% range, but better to arrive late than never would be a good way to describe their performances.
\n
\n
Want to explore the full data, including rankings for major, large and low-cost airlines? It's all at oag.com/on-time-performance-data
\n\n
Understanding the data
\n
Airline OTP data shows the percentage of flights that have arrived on-time. A flight is considered on-time if it has departed or arrived within 15 minutes of the schedule. The higher the percentage, the better the OTP score. Cancellations are included in our data and are considered not on-time.
\n
\n
","postBodyRss":"
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
\n
Key takeaways from OAG’s on-time performance rankings for July:
\n
\n
Asia dominates with seven of the top ten spots for on-time performance (OTP) in July.
\n
Garuda Indonesia continue to operate at a very high level of OTP with 95.4% of all flights arriving on time and a cancellation rate of 0.61%.
\n
In second place (in the ‘all airlines’ table) were Philippines Air Asia with 94.4% of their flights arriving on time and zero cancellations reported for the month, making them the best performing low-cost carrier.
\n
The best performing airline outside of Asia was Royal Jordanian, who regularly feature near the top of OTP rankings, achieving 89.6% arrival punctuality in July, although the airline did have a higher-than-normal cancellation rate of 2.3%.
\n
Despite the operational challenges in the Middle East region, four other airlines, Middle East Airlines, Oman Air, Gulf Air and Saudia achieved OTP of 80% or higher in July, although Saudi Arabian Airlines had a 7.9% cancellation rate as they worked through those disruptive issues.
\n
\n\n
SAS and Aer Lingus shine in Europe
\n
\n
SAS Scandinavian Airlines were Europe's most punctual carrier with 84.2% of flights arriving on-time, placing them ahead of Aer Lingus (82.8%) although SAS did have a higher cancellation rate of 1.35% compared to Aer Lingus’ 0.36%.
\n
Sun Express were the most punctual European LCC with 80.4% of their flights arriving on-time, just slightly ahead of Norwegian (80.01%).
\n
At the other end, three European airlines failed to reach 60% OTP, SkyExpress had a particularly bad month with only 48.9% of flights arriving on-time.
\n
\n
\n
WestJet and Flair put Canada on top in North America
\n
\n
WestJet outperformed every US carrier with 83.9% OTP, and fellow Canadian airline Flair followed at 80.2%.
\n
Amongst the US Big Four, United led with 72.8%, although they did cancel 2.7% of all scheduled flights.
\n
JetBlue had a bad month with an OTP of 59.2%, and a a cancellation rate of 8.3% which in the peak month for travel in the USA will have frustrated many travellers.
\n
\n
\n
The zero-cancellation club
\n
\n
Six airlines avoided any cancellations in July: Sky Express, Jet2.com, Air Transat, Vietnam Airlines, Middle East Airlines and Philippines AirAsia.
\n
Most remarkably, Vietnam Airlines and Jet2.com who each operated in excess of 15,000 flights without a single cancellation - a remarkable level of operational integrity in the busiest month of the year. Their arrival OTP was in the low 60% range, but better to arrive late than never would be a good way to describe their performances.
\n
\n
Want to explore the full data, including rankings for major, large and low-cost airlines? It's all at oag.com/on-time-performance-data
\n\n
Understanding the data
\n
Airline OTP data shows the percentage of flights that have arrived on-time. A flight is considered on-time if it has departed or arrived within 15 minutes of the schedule. The higher the percentage, the better the OTP score. Cancellations are included in our data and are considered not on-time.
\n
\n
","postEmailContent":"
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
","postSummaryRss":"
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
\n
Key takeaways from OAG’s on-time performance rankings for July:
\n
\n
Asia dominates with seven of the top ten spots for on-time performance (OTP) in July.
\n
Garuda Indonesia continue to operate at a very high level of OTP with 95.4% of all flights arriving on time and a cancellation rate of 0.61%.
\n
In second place (in the ‘all airlines’ table) were Philippines Air Asia with 94.4% of their flights arriving on time and zero cancellations reported for the month, making them the best performing low-cost carrier.
\n
The best performing airline outside of Asia was Royal Jordanian, who regularly feature near the top of OTP rankings, achieving 89.6% arrival punctuality in July, although the airline did have a higher-than-normal cancellation rate of 2.3%.
\n
Despite the operational challenges in the Middle East region, four other airlines, Middle East Airlines, Oman Air, Gulf Air and Saudia achieved OTP of 80% or higher in July, although Saudi Arabian Airlines had a 7.9% cancellation rate as they worked through those disruptive issues.
\n
\n\n
SAS and Aer Lingus shine in Europe
\n
\n
SAS Scandinavian Airlines were Europe's most punctual carrier with 84.2% of flights arriving on-time, placing them ahead of Aer Lingus (82.8%) although SAS did have a higher cancellation rate of 1.35% compared to Aer Lingus’ 0.36%.
\n
Sun Express were the most punctual European LCC with 80.4% of their flights arriving on-time, just slightly ahead of Norwegian (80.01%).
\n
At the other end, three European airlines failed to reach 60% OTP, SkyExpress had a particularly bad month with only 48.9% of flights arriving on-time.
\n
\n
\n
WestJet and Flair put Canada on top in North America
\n
\n
WestJet outperformed every US carrier with 83.9% OTP, and fellow Canadian airline Flair followed at 80.2%.
\n
Amongst the US Big Four, United led with 72.8%, although they did cancel 2.7% of all scheduled flights.
\n
JetBlue had a bad month with an OTP of 59.2%, and a a cancellation rate of 8.3% which in the peak month for travel in the USA will have frustrated many travellers.
\n
\n
\n
The zero-cancellation club
\n
\n
Six airlines avoided any cancellations in July: Sky Express, Jet2.com, Air Transat, Vietnam Airlines, Middle East Airlines and Philippines AirAsia.
\n
Most remarkably, Vietnam Airlines and Jet2.com who each operated in excess of 15,000 flights without a single cancellation - a remarkable level of operational integrity in the busiest month of the year. Their arrival OTP was in the low 60% range, but better to arrive late than never would be a good way to describe their performances.
\n
\n
Want to explore the full data, including rankings for major, large and low-cost airlines? It's all at oag.com/on-time-performance-data
\n\n
Understanding the data
\n
Airline OTP data shows the percentage of flights that have arrived on-time. A flight is considered on-time if it has departed or arrived within 15 minutes of the schedule. The higher the percentage, the better the OTP score. Cancellations are included in our data and are considered not on-time.
\n
\n
","rssSummary":"
Every month we crunch the numbers so you don't have to. Here's OAG's on-time performance ranking for July 2026, covering airlines operating 1,500 or more flights during the peak summer travel period.
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Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
","post_body":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them. What was once a very lucrative market for US airlines now appears to offer more opportunities for both the Mexican and low-cost airlines, so what is happening?
\n
\n
A structural shift in capacity
\n
Sometimes aircraft deliveries play an important role in a market’s structure. That certainly seems to be the case here; several Mexican low-cost airlines have taken delivery of new aircraft and placed some of those into the US market. Since 2023 Volaris has added 31 new aircraft to its operation and although the airline continues to be impacted by the Pratt & Whitney engine issue, it has increased capacity to the United States by 25% over the last two summer seasons. Driven by that expansion in capacity, Mexican-domiciled airlines now have a 40% capacity share compared to 34% in summer 2024, representing a significant shift in the balance of production.
\n\n
\n
US airlines reduce capacity to Mexico
\n
\n
A secondary factor in this increasing share for Mexican carriers has been a pullback in capacity from the US based airlines; collectively this summer they will operate one million fewer seats than in Summer 2025 as the collapse of Spirit Airlines and capacity cuts from all the major operators reduce capacity share. Recent tensions between the two countries and their air service agreements have been an issue for some airlines, but not of sufficient magnitude to be pinpointed as the reason behind a reduction in one million seats from season to season.
\n
In total American Airlines has dropped nearly 170,000 seats to Mexico, year-on-year. Alaska Airlines has cut capacity even deeper with a 38% (240,000 seats) over the twelve months
Which states have dropped airline capacity to Mexico? Departing capacity has fallen from all major markets. Both Texas and California, the two largest markets, have seen capacity fall by some 300,000 seats ( 7% and 10% respectively). Amongst the five largeststates for departing capacity to Mexico, Florida has the largest percentage decline with a 15% fall and loss of 168,000 seats. American Airlines and JetBlue both dropped over 10% of their historic capacity from Florida, while Volaris, perhaps seeing an opportunity, has increased capacity by 14%.
\n
Six states have reported some capacity growth to Mexico, led by Oregon with a 36% increase in capacity albeit from a smaller starting base. Volaris has added an extra 18,000 seats year-on-year from Oregon. Amongst the larger markets, Illinois is the only one to see any year-on-year capacity growth: American Airlines has added 63,000 seats while United have added a further 23,000 and Volaris another 63,000, resulting in a near 100,000 increase in capacity; some of that may be unsustainable next year if the market does not respond favourably.
\n
\n\n
\n
Leisure markets appear most affected by US-Mexico capacity cuts
\n
Across the largest destinations in Mexico there are some very clear winners and losers. The largest loser in absolute terms is Cancun, where capacity has fallen by over 570,000 seats, the equivalent of 2,700 seats a day. Puerto Vallarta has a near 30% loss of capacity compared to last Summer. San Jose del Cabo is another capacity loser with a 16% reduction in capacity and some 230,000 fewer seats from its largest international market.
One of the few markets to see any growth is Mexico City, where an easing of bi-lateral tensions and widened access to slots has resulted in an 8.7% growth in capacity year-on-year. Guadalajara has seen an additional 137,000 seats added in the same period.
\n\n
\n
A short-term blip or something else?
\n
Capacity always ebbs and flows, even in the most mature of markets. However, the recent changes in the US – Mexico market appear to be more than just a short-term change and could be reflective of deeper factors. These include: • Market wear-out could be a factor for US citizens visiting Mexico • The current strength of the Mexican Peso which has appreciated by 8% in the last year • Other wider geo-political issues may also be playing a role
With airlines increasingly cautious of growth it is unlikely that US-Mexico capacity will recover to previous levels next Summer, and perhaps the question is, is this the end of the market adjustments or are there more to follow? Only time will tell!
","rss_summary":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
","rss_body":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them. What was once a very lucrative market for US airlines now appears to offer more opportunities for both the Mexican and low-cost airlines, so what is happening?
\n
\n
A structural shift in capacity
\n
Sometimes aircraft deliveries play an important role in a market’s structure. That certainly seems to be the case here; several Mexican low-cost airlines have taken delivery of new aircraft and placed some of those into the US market. Since 2023 Volaris has added 31 new aircraft to its operation and although the airline continues to be impacted by the Pratt & Whitney engine issue, it has increased capacity to the United States by 25% over the last two summer seasons. Driven by that expansion in capacity, Mexican-domiciled airlines now have a 40% capacity share compared to 34% in summer 2024, representing a significant shift in the balance of production.
\n\n
\n
US airlines reduce capacity to Mexico
\n
\n
A secondary factor in this increasing share for Mexican carriers has been a pullback in capacity from the US based airlines; collectively this summer they will operate one million fewer seats than in Summer 2025 as the collapse of Spirit Airlines and capacity cuts from all the major operators reduce capacity share. Recent tensions between the two countries and their air service agreements have been an issue for some airlines, but not of sufficient magnitude to be pinpointed as the reason behind a reduction in one million seats from season to season.
\n
In total American Airlines has dropped nearly 170,000 seats to Mexico, year-on-year. Alaska Airlines has cut capacity even deeper with a 38% (240,000 seats) over the twelve months
Which states have dropped airline capacity to Mexico? Departing capacity has fallen from all major markets. Both Texas and California, the two largest markets, have seen capacity fall by some 300,000 seats ( 7% and 10% respectively). Amongst the five largeststates for departing capacity to Mexico, Florida has the largest percentage decline with a 15% fall and loss of 168,000 seats. American Airlines and JetBlue both dropped over 10% of their historic capacity from Florida, while Volaris, perhaps seeing an opportunity, has increased capacity by 14%.
\n
Six states have reported some capacity growth to Mexico, led by Oregon with a 36% increase in capacity albeit from a smaller starting base. Volaris has added an extra 18,000 seats year-on-year from Oregon. Amongst the larger markets, Illinois is the only one to see any year-on-year capacity growth: American Airlines has added 63,000 seats while United have added a further 23,000 and Volaris another 63,000, resulting in a near 100,000 increase in capacity; some of that may be unsustainable next year if the market does not respond favourably.
\n
\n\n
\n
Leisure markets appear most affected by US-Mexico capacity cuts
\n
Across the largest destinations in Mexico there are some very clear winners and losers. The largest loser in absolute terms is Cancun, where capacity has fallen by over 570,000 seats, the equivalent of 2,700 seats a day. Puerto Vallarta has a near 30% loss of capacity compared to last Summer. San Jose del Cabo is another capacity loser with a 16% reduction in capacity and some 230,000 fewer seats from its largest international market.
One of the few markets to see any growth is Mexico City, where an easing of bi-lateral tensions and widened access to slots has resulted in an 8.7% growth in capacity year-on-year. Guadalajara has seen an additional 137,000 seats added in the same period.
\n\n
\n
A short-term blip or something else?
\n
Capacity always ebbs and flows, even in the most mature of markets. However, the recent changes in the US – Mexico market appear to be more than just a short-term change and could be reflective of deeper factors. These include: • Market wear-out could be a factor for US citizens visiting Mexico • The current strength of the Mexican Peso which has appreciated by 8% in the last year • Other wider geo-political issues may also be playing a role
With airlines increasingly cautious of growth it is unlikely that US-Mexico capacity will recover to previous levels next Summer, and perhaps the question is, is this the end of the market adjustments or are there more to follow? Only time will tell!
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Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them. What was once a very lucrative market for US airlines now appears to offer more opportunities for both the Mexican and low-cost airlines, so what is happening?
\n
\n
A structural shift in capacity
\n
Sometimes aircraft deliveries play an important role in a market’s structure. That certainly seems to be the case here; several Mexican low-cost airlines have taken delivery of new aircraft and placed some of those into the US market. Since 2023 Volaris has added 31 new aircraft to its operation and although the airline continues to be impacted by the Pratt & Whitney engine issue, it has increased capacity to the United States by 25% over the last two summer seasons. Driven by that expansion in capacity, Mexican-domiciled airlines now have a 40% capacity share compared to 34% in summer 2024, representing a significant shift in the balance of production.
\n\n
\n
US airlines reduce capacity to Mexico
\n
\n
A secondary factor in this increasing share for Mexican carriers has been a pullback in capacity from the US based airlines; collectively this summer they will operate one million fewer seats than in Summer 2025 as the collapse of Spirit Airlines and capacity cuts from all the major operators reduce capacity share. Recent tensions between the two countries and their air service agreements have been an issue for some airlines, but not of sufficient magnitude to be pinpointed as the reason behind a reduction in one million seats from season to season.
\n
In total American Airlines has dropped nearly 170,000 seats to Mexico, year-on-year. Alaska Airlines has cut capacity even deeper with a 38% (240,000 seats) over the twelve months
Which states have dropped airline capacity to Mexico? Departing capacity has fallen from all major markets. Both Texas and California, the two largest markets, have seen capacity fall by some 300,000 seats ( 7% and 10% respectively). Amongst the five largeststates for departing capacity to Mexico, Florida has the largest percentage decline with a 15% fall and loss of 168,000 seats. American Airlines and JetBlue both dropped over 10% of their historic capacity from Florida, while Volaris, perhaps seeing an opportunity, has increased capacity by 14%.
\n
Six states have reported some capacity growth to Mexico, led by Oregon with a 36% increase in capacity albeit from a smaller starting base. Volaris has added an extra 18,000 seats year-on-year from Oregon. Amongst the larger markets, Illinois is the only one to see any year-on-year capacity growth: American Airlines has added 63,000 seats while United have added a further 23,000 and Volaris another 63,000, resulting in a near 100,000 increase in capacity; some of that may be unsustainable next year if the market does not respond favourably.
\n
\n\n
\n
Leisure markets appear most affected by US-Mexico capacity cuts
\n
Across the largest destinations in Mexico there are some very clear winners and losers. The largest loser in absolute terms is Cancun, where capacity has fallen by over 570,000 seats, the equivalent of 2,700 seats a day. Puerto Vallarta has a near 30% loss of capacity compared to last Summer. San Jose del Cabo is another capacity loser with a 16% reduction in capacity and some 230,000 fewer seats from its largest international market.
One of the few markets to see any growth is Mexico City, where an easing of bi-lateral tensions and widened access to slots has resulted in an 8.7% growth in capacity year-on-year. Guadalajara has seen an additional 137,000 seats added in the same period.
\n\n
\n
A short-term blip or something else?
\n
Capacity always ebbs and flows, even in the most mature of markets. However, the recent changes in the US – Mexico market appear to be more than just a short-term change and could be reflective of deeper factors. These include: • Market wear-out could be a factor for US citizens visiting Mexico • The current strength of the Mexican Peso which has appreciated by 8% in the last year • Other wider geo-political issues may also be playing a role
With airlines increasingly cautious of growth it is unlikely that US-Mexico capacity will recover to previous levels next Summer, and perhaps the question is, is this the end of the market adjustments or are there more to follow? Only time will tell!
","postBodyRss":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them. What was once a very lucrative market for US airlines now appears to offer more opportunities for both the Mexican and low-cost airlines, so what is happening?
\n
\n
A structural shift in capacity
\n
Sometimes aircraft deliveries play an important role in a market’s structure. That certainly seems to be the case here; several Mexican low-cost airlines have taken delivery of new aircraft and placed some of those into the US market. Since 2023 Volaris has added 31 new aircraft to its operation and although the airline continues to be impacted by the Pratt & Whitney engine issue, it has increased capacity to the United States by 25% over the last two summer seasons. Driven by that expansion in capacity, Mexican-domiciled airlines now have a 40% capacity share compared to 34% in summer 2024, representing a significant shift in the balance of production.
\n\n
\n
US airlines reduce capacity to Mexico
\n
\n
A secondary factor in this increasing share for Mexican carriers has been a pullback in capacity from the US based airlines; collectively this summer they will operate one million fewer seats than in Summer 2025 as the collapse of Spirit Airlines and capacity cuts from all the major operators reduce capacity share. Recent tensions between the two countries and their air service agreements have been an issue for some airlines, but not of sufficient magnitude to be pinpointed as the reason behind a reduction in one million seats from season to season.
\n
In total American Airlines has dropped nearly 170,000 seats to Mexico, year-on-year. Alaska Airlines has cut capacity even deeper with a 38% (240,000 seats) over the twelve months
Which states have dropped airline capacity to Mexico? Departing capacity has fallen from all major markets. Both Texas and California, the two largest markets, have seen capacity fall by some 300,000 seats ( 7% and 10% respectively). Amongst the five largeststates for departing capacity to Mexico, Florida has the largest percentage decline with a 15% fall and loss of 168,000 seats. American Airlines and JetBlue both dropped over 10% of their historic capacity from Florida, while Volaris, perhaps seeing an opportunity, has increased capacity by 14%.
\n
Six states have reported some capacity growth to Mexico, led by Oregon with a 36% increase in capacity albeit from a smaller starting base. Volaris has added an extra 18,000 seats year-on-year from Oregon. Amongst the larger markets, Illinois is the only one to see any year-on-year capacity growth: American Airlines has added 63,000 seats while United have added a further 23,000 and Volaris another 63,000, resulting in a near 100,000 increase in capacity; some of that may be unsustainable next year if the market does not respond favourably.
\n
\n\n
\n
Leisure markets appear most affected by US-Mexico capacity cuts
\n
Across the largest destinations in Mexico there are some very clear winners and losers. The largest loser in absolute terms is Cancun, where capacity has fallen by over 570,000 seats, the equivalent of 2,700 seats a day. Puerto Vallarta has a near 30% loss of capacity compared to last Summer. San Jose del Cabo is another capacity loser with a 16% reduction in capacity and some 230,000 fewer seats from its largest international market.
One of the few markets to see any growth is Mexico City, where an easing of bi-lateral tensions and widened access to slots has resulted in an 8.7% growth in capacity year-on-year. Guadalajara has seen an additional 137,000 seats added in the same period.
\n\n
\n
A short-term blip or something else?
\n
Capacity always ebbs and flows, even in the most mature of markets. However, the recent changes in the US – Mexico market appear to be more than just a short-term change and could be reflective of deeper factors. These include: • Market wear-out could be a factor for US citizens visiting Mexico • The current strength of the Mexican Peso which has appreciated by 8% in the last year • Other wider geo-political issues may also be playing a role
With airlines increasingly cautious of growth it is unlikely that US-Mexico capacity will recover to previous levels next Summer, and perhaps the question is, is this the end of the market adjustments or are there more to follow? Only time will tell!
","postEmailContent":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
","postSummaryRss":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
","postTemplate":"OAG 2026/templates/blog/clean-pro-blog-post.html","previewImageSrc":null,"previewKey":"PmEGlbZG","previousPostFeaturedImage":"https://www.oag.com/hubfs/OTP_July_2026.jpg","previousPostFeaturedImageAltText":"","previousPostName":"On-time performance: July's most punctual airlines","previousPostSlug":"blog/on-time-performance-july-2026","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1785312000000,"publishDateLocalTime":1785312000000,"publishDateLocalized":{"date":1785312000000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1785312000325,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/one-million-seats-gone-us-mexico-aviation","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them. What was once a very lucrative market for US airlines now appears to offer more opportunities for both the Mexican and low-cost airlines, so what is happening?
\n
\n
A structural shift in capacity
\n
Sometimes aircraft deliveries play an important role in a market’s structure. That certainly seems to be the case here; several Mexican low-cost airlines have taken delivery of new aircraft and placed some of those into the US market. Since 2023 Volaris has added 31 new aircraft to its operation and although the airline continues to be impacted by the Pratt & Whitney engine issue, it has increased capacity to the United States by 25% over the last two summer seasons. Driven by that expansion in capacity, Mexican-domiciled airlines now have a 40% capacity share compared to 34% in summer 2024, representing a significant shift in the balance of production.
\n\n
\n
US airlines reduce capacity to Mexico
\n
\n
A secondary factor in this increasing share for Mexican carriers has been a pullback in capacity from the US based airlines; collectively this summer they will operate one million fewer seats than in Summer 2025 as the collapse of Spirit Airlines and capacity cuts from all the major operators reduce capacity share. Recent tensions between the two countries and their air service agreements have been an issue for some airlines, but not of sufficient magnitude to be pinpointed as the reason behind a reduction in one million seats from season to season.
\n
In total American Airlines has dropped nearly 170,000 seats to Mexico, year-on-year. Alaska Airlines has cut capacity even deeper with a 38% (240,000 seats) over the twelve months
Which states have dropped airline capacity to Mexico? Departing capacity has fallen from all major markets. Both Texas and California, the two largest markets, have seen capacity fall by some 300,000 seats ( 7% and 10% respectively). Amongst the five largeststates for departing capacity to Mexico, Florida has the largest percentage decline with a 15% fall and loss of 168,000 seats. American Airlines and JetBlue both dropped over 10% of their historic capacity from Florida, while Volaris, perhaps seeing an opportunity, has increased capacity by 14%.
\n
Six states have reported some capacity growth to Mexico, led by Oregon with a 36% increase in capacity albeit from a smaller starting base. Volaris has added an extra 18,000 seats year-on-year from Oregon. Amongst the larger markets, Illinois is the only one to see any year-on-year capacity growth: American Airlines has added 63,000 seats while United have added a further 23,000 and Volaris another 63,000, resulting in a near 100,000 increase in capacity; some of that may be unsustainable next year if the market does not respond favourably.
\n
\n\n
\n
Leisure markets appear most affected by US-Mexico capacity cuts
\n
Across the largest destinations in Mexico there are some very clear winners and losers. The largest loser in absolute terms is Cancun, where capacity has fallen by over 570,000 seats, the equivalent of 2,700 seats a day. Puerto Vallarta has a near 30% loss of capacity compared to last Summer. San Jose del Cabo is another capacity loser with a 16% reduction in capacity and some 230,000 fewer seats from its largest international market.
One of the few markets to see any growth is Mexico City, where an easing of bi-lateral tensions and widened access to slots has resulted in an 8.7% growth in capacity year-on-year. Guadalajara has seen an additional 137,000 seats added in the same period.
\n\n
\n
A short-term blip or something else?
\n
Capacity always ebbs and flows, even in the most mature of markets. However, the recent changes in the US – Mexico market appear to be more than just a short-term change and could be reflective of deeper factors. These include: • Market wear-out could be a factor for US citizens visiting Mexico • The current strength of the Mexican Peso which has appreciated by 8% in the last year • Other wider geo-political issues may also be playing a role
With airlines increasingly cautious of growth it is unlikely that US-Mexico capacity will recover to previous levels next Summer, and perhaps the question is, is this the end of the market adjustments or are there more to follow? Only time will tell!
","rssSummary":"
Structural changes have slowly been taking place in one of the largest international markets in the Americas, and unusually, it looks like the US airlines are losing out, either because strategically they are looking elsewhere or because the competition and market is changing right in front of them.
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It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
","post_body":"
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
\n
\n
Etihad’s new aircraft contribute to growth
\n
2025 was a record year for the airline in terms of new aircraft: it took delivery of nineteen new aircraft across both its wide- and narrow-bodied fleets, surpassing the fifteen taken in 2016. A further eight aircraft are expected this year, seventeen in 2027 and twenty-one in 2028, but where are those new aircraft going?
\n
Growth across seasonal and year-round markets
\n
With a mix of aircraft types, Etihad has always been able to expand across different markets, in some cases by matching capacity to seasonal summer demand, and in others launching new year-round services. This summer an incredible fourteen new routes will be launched, although the Luxembourg service only starts in the very last week of the summer as defined by IATA.
\n\n
\n
Amongst the more established and major markets are new services to Hong Kong, Hanoi and Dhaka. These are long overdue and will build both local and connecting markets very quickly. Slightly more surprising is the opening of a daily Charlotte service, since this is a major American Airlines hub - the US carrier holds an 88% share of all flights there. Onward connectivity is required to make Charlotte work for any airline, so while the two carriers have reciprocity on their frequent flyer programmes, the absence of a full codeshare agreement may make for a challenging launch.
\n
Of a more regional nature are new services to Kabul, Damascus and Madinah, which should be well suited to the various A320 aircraft the airline operates. Expansion back into regional markets will of course remain dependent on the geo-political environment, but with stability these markets could, in time, support twice-daily services.
\n
The more seasonal services which are unlikely to extend into a full winter season are to points such as Palma. This is scheduled for a three-times weekly service in summer, on an A320 with a seven-hour twenty-minute block time. Presumably the potential market is those wishing to escape the heat of an Abu Dhabi summer for the even hotter heat of Majorca! Etihad are probably looking for some higher-than-average yields to cover that long-sector length and the crew costs of such a route.
Finding new markets is never easy. Those already served by competitors are established and typically quite large, while launching services to new destinations requires more marketing power and adds the risk of warming the market up for others to join. This summer it looks like Etihad will operate fifteen services that Emirates and Qatar Airways do not run, with Tel Aviv the largest. At some point Emirates and FlyDubai will certainly be back on Tel Aviv, a market that went from no capacity to one million seats when services fully launched in 2021.
\n
Equally, there are many other opportunities for Etihad where either Qatar Airways or Emirates do operate. London Gatwick is a major destination for both of Etihad’s rivals, and with slots in the wider London Airport system increasingly hard to find it could be a “now or never” moment for Etihad. After all, even the most conservative Singapore Airlines is now operating twice-daily at Gatwick. Cape Town is another major gap in the airline’s network, although bilateral constraints are a factor for Etihad. Ho Chi Minh and Hangzhou are both developing international markets for Emirates.
\n
The key question: more frequency or more network?
\n
Etihad has98 more aircraft on order, so even accounting for some fleet replacement there is room for plenty of capacity development in the next few years. A key question will be around launching new markets vs building frequency on existing routes. Certainly, summer seasonal services do not need more than three flights a week to serve clientele who could hire a private jet if they wanted, so you wouldn’t expect Palma, for instance, to increase to a daily service. There are certainly plenty of markets that have been warmed up by competitors but in the past bilateral blockages have prevented some growth and that may still be the case.
\n
Ultimately, while there is of course an element that hinges on geo-political events, the next few years are likely to see further network growth from Etihad and it will be an exciting period for the airline. But, on a cautionary note: the Emirates/FlyDubai combined operation has 497 aircraft on order and Qatar Airways has a further 285 so however the network develops, the competitive threat is never going away!
\n
\n
","rss_summary":"
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
","rss_body":"
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
\n
\n
Etihad’s new aircraft contribute to growth
\n
2025 was a record year for the airline in terms of new aircraft: it took delivery of nineteen new aircraft across both its wide- and narrow-bodied fleets, surpassing the fifteen taken in 2016. A further eight aircraft are expected this year, seventeen in 2027 and twenty-one in 2028, but where are those new aircraft going?
\n
Growth across seasonal and year-round markets
\n
With a mix of aircraft types, Etihad has always been able to expand across different markets, in some cases by matching capacity to seasonal summer demand, and in others launching new year-round services. This summer an incredible fourteen new routes will be launched, although the Luxembourg service only starts in the very last week of the summer as defined by IATA.
\n\n
\n
Amongst the more established and major markets are new services to Hong Kong, Hanoi and Dhaka. These are long overdue and will build both local and connecting markets very quickly. Slightly more surprising is the opening of a daily Charlotte service, since this is a major American Airlines hub - the US carrier holds an 88% share of all flights there. Onward connectivity is required to make Charlotte work for any airline, so while the two carriers have reciprocity on their frequent flyer programmes, the absence of a full codeshare agreement may make for a challenging launch.
\n
Of a more regional nature are new services to Kabul, Damascus and Madinah, which should be well suited to the various A320 aircraft the airline operates. Expansion back into regional markets will of course remain dependent on the geo-political environment, but with stability these markets could, in time, support twice-daily services.
\n
The more seasonal services which are unlikely to extend into a full winter season are to points such as Palma. This is scheduled for a three-times weekly service in summer, on an A320 with a seven-hour twenty-minute block time. Presumably the potential market is those wishing to escape the heat of an Abu Dhabi summer for the even hotter heat of Majorca! Etihad are probably looking for some higher-than-average yields to cover that long-sector length and the crew costs of such a route.
Finding new markets is never easy. Those already served by competitors are established and typically quite large, while launching services to new destinations requires more marketing power and adds the risk of warming the market up for others to join. This summer it looks like Etihad will operate fifteen services that Emirates and Qatar Airways do not run, with Tel Aviv the largest. At some point Emirates and FlyDubai will certainly be back on Tel Aviv, a market that went from no capacity to one million seats when services fully launched in 2021.
\n
Equally, there are many other opportunities for Etihad where either Qatar Airways or Emirates do operate. London Gatwick is a major destination for both of Etihad’s rivals, and with slots in the wider London Airport system increasingly hard to find it could be a “now or never” moment for Etihad. After all, even the most conservative Singapore Airlines is now operating twice-daily at Gatwick. Cape Town is another major gap in the airline’s network, although bilateral constraints are a factor for Etihad. Ho Chi Minh and Hangzhou are both developing international markets for Emirates.
\n
The key question: more frequency or more network?
\n
Etihad has98 more aircraft on order, so even accounting for some fleet replacement there is room for plenty of capacity development in the next few years. A key question will be around launching new markets vs building frequency on existing routes. Certainly, summer seasonal services do not need more than three flights a week to serve clientele who could hire a private jet if they wanted, so you wouldn’t expect Palma, for instance, to increase to a daily service. There are certainly plenty of markets that have been warmed up by competitors but in the past bilateral blockages have prevented some growth and that may still be the case.
\n
Ultimately, while there is of course an element that hinges on geo-political events, the next few years are likely to see further network growth from Etihad and it will be an exciting period for the airline. But, on a cautionary note: the Emirates/FlyDubai combined operation has 497 aircraft on order and Qatar Airways has a further 285 so however the network develops, the competitive threat is never going away!
\n
\n
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It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
\n
\n
Etihad’s new aircraft contribute to growth
\n
2025 was a record year for the airline in terms of new aircraft: it took delivery of nineteen new aircraft across both its wide- and narrow-bodied fleets, surpassing the fifteen taken in 2016. A further eight aircraft are expected this year, seventeen in 2027 and twenty-one in 2028, but where are those new aircraft going?
\n
Growth across seasonal and year-round markets
\n
With a mix of aircraft types, Etihad has always been able to expand across different markets, in some cases by matching capacity to seasonal summer demand, and in others launching new year-round services. This summer an incredible fourteen new routes will be launched, although the Luxembourg service only starts in the very last week of the summer as defined by IATA.
\n\n
\n
Amongst the more established and major markets are new services to Hong Kong, Hanoi and Dhaka. These are long overdue and will build both local and connecting markets very quickly. Slightly more surprising is the opening of a daily Charlotte service, since this is a major American Airlines hub - the US carrier holds an 88% share of all flights there. Onward connectivity is required to make Charlotte work for any airline, so while the two carriers have reciprocity on their frequent flyer programmes, the absence of a full codeshare agreement may make for a challenging launch.
\n
Of a more regional nature are new services to Kabul, Damascus and Madinah, which should be well suited to the various A320 aircraft the airline operates. Expansion back into regional markets will of course remain dependent on the geo-political environment, but with stability these markets could, in time, support twice-daily services.
\n
The more seasonal services which are unlikely to extend into a full winter season are to points such as Palma. This is scheduled for a three-times weekly service in summer, on an A320 with a seven-hour twenty-minute block time. Presumably the potential market is those wishing to escape the heat of an Abu Dhabi summer for the even hotter heat of Majorca! Etihad are probably looking for some higher-than-average yields to cover that long-sector length and the crew costs of such a route.
Finding new markets is never easy. Those already served by competitors are established and typically quite large, while launching services to new destinations requires more marketing power and adds the risk of warming the market up for others to join. This summer it looks like Etihad will operate fifteen services that Emirates and Qatar Airways do not run, with Tel Aviv the largest. At some point Emirates and FlyDubai will certainly be back on Tel Aviv, a market that went from no capacity to one million seats when services fully launched in 2021.
\n
Equally, there are many other opportunities for Etihad where either Qatar Airways or Emirates do operate. London Gatwick is a major destination for both of Etihad’s rivals, and with slots in the wider London Airport system increasingly hard to find it could be a “now or never” moment for Etihad. After all, even the most conservative Singapore Airlines is now operating twice-daily at Gatwick. Cape Town is another major gap in the airline’s network, although bilateral constraints are a factor for Etihad. Ho Chi Minh and Hangzhou are both developing international markets for Emirates.
\n
The key question: more frequency or more network?
\n
Etihad has98 more aircraft on order, so even accounting for some fleet replacement there is room for plenty of capacity development in the next few years. A key question will be around launching new markets vs building frequency on existing routes. Certainly, summer seasonal services do not need more than three flights a week to serve clientele who could hire a private jet if they wanted, so you wouldn’t expect Palma, for instance, to increase to a daily service. There are certainly plenty of markets that have been warmed up by competitors but in the past bilateral blockages have prevented some growth and that may still be the case.
\n
Ultimately, while there is of course an element that hinges on geo-political events, the next few years are likely to see further network growth from Etihad and it will be an exciting period for the airline. But, on a cautionary note: the Emirates/FlyDubai combined operation has 497 aircraft on order and Qatar Airways has a further 285 so however the network develops, the competitive threat is never going away!
\n
\n
","postBodyRss":"
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
\n
\n
Etihad’s new aircraft contribute to growth
\n
2025 was a record year for the airline in terms of new aircraft: it took delivery of nineteen new aircraft across both its wide- and narrow-bodied fleets, surpassing the fifteen taken in 2016. A further eight aircraft are expected this year, seventeen in 2027 and twenty-one in 2028, but where are those new aircraft going?
\n
Growth across seasonal and year-round markets
\n
With a mix of aircraft types, Etihad has always been able to expand across different markets, in some cases by matching capacity to seasonal summer demand, and in others launching new year-round services. This summer an incredible fourteen new routes will be launched, although the Luxembourg service only starts in the very last week of the summer as defined by IATA.
\n\n
\n
Amongst the more established and major markets are new services to Hong Kong, Hanoi and Dhaka. These are long overdue and will build both local and connecting markets very quickly. Slightly more surprising is the opening of a daily Charlotte service, since this is a major American Airlines hub - the US carrier holds an 88% share of all flights there. Onward connectivity is required to make Charlotte work for any airline, so while the two carriers have reciprocity on their frequent flyer programmes, the absence of a full codeshare agreement may make for a challenging launch.
\n
Of a more regional nature are new services to Kabul, Damascus and Madinah, which should be well suited to the various A320 aircraft the airline operates. Expansion back into regional markets will of course remain dependent on the geo-political environment, but with stability these markets could, in time, support twice-daily services.
\n
The more seasonal services which are unlikely to extend into a full winter season are to points such as Palma. This is scheduled for a three-times weekly service in summer, on an A320 with a seven-hour twenty-minute block time. Presumably the potential market is those wishing to escape the heat of an Abu Dhabi summer for the even hotter heat of Majorca! Etihad are probably looking for some higher-than-average yields to cover that long-sector length and the crew costs of such a route.
Finding new markets is never easy. Those already served by competitors are established and typically quite large, while launching services to new destinations requires more marketing power and adds the risk of warming the market up for others to join. This summer it looks like Etihad will operate fifteen services that Emirates and Qatar Airways do not run, with Tel Aviv the largest. At some point Emirates and FlyDubai will certainly be back on Tel Aviv, a market that went from no capacity to one million seats when services fully launched in 2021.
\n
Equally, there are many other opportunities for Etihad where either Qatar Airways or Emirates do operate. London Gatwick is a major destination for both of Etihad’s rivals, and with slots in the wider London Airport system increasingly hard to find it could be a “now or never” moment for Etihad. After all, even the most conservative Singapore Airlines is now operating twice-daily at Gatwick. Cape Town is another major gap in the airline’s network, although bilateral constraints are a factor for Etihad. Ho Chi Minh and Hangzhou are both developing international markets for Emirates.
\n
The key question: more frequency or more network?
\n
Etihad has98 more aircraft on order, so even accounting for some fleet replacement there is room for plenty of capacity development in the next few years. A key question will be around launching new markets vs building frequency on existing routes. Certainly, summer seasonal services do not need more than three flights a week to serve clientele who could hire a private jet if they wanted, so you wouldn’t expect Palma, for instance, to increase to a daily service. There are certainly plenty of markets that have been warmed up by competitors but in the past bilateral blockages have prevented some growth and that may still be the case.
\n
Ultimately, while there is of course an element that hinges on geo-political events, the next few years are likely to see further network growth from Etihad and it will be an exciting period for the airline. But, on a cautionary note: the Emirates/FlyDubai combined operation has 497 aircraft on order and Qatar Airways has a further 285 so however the network develops, the competitive threat is never going away!
\n
\n
","postEmailContent":"
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
","postSummaryRss":"
It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
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It has been a challenging few months for local airlines in the Middle East. This summer the two largest airlines are both scheduling fewer services than last summer, with Emirates’ frequency down 12% on last year and Qatar Airways 16% behind. However, Etihad is breaking that pattern with 5% more flights than last summer and a capacity increase of 4%; so why are they growing when others are holding back?
\n
\n
Etihad’s new aircraft contribute to growth
\n
2025 was a record year for the airline in terms of new aircraft: it took delivery of nineteen new aircraft across both its wide- and narrow-bodied fleets, surpassing the fifteen taken in 2016. A further eight aircraft are expected this year, seventeen in 2027 and twenty-one in 2028, but where are those new aircraft going?
\n
Growth across seasonal and year-round markets
\n
With a mix of aircraft types, Etihad has always been able to expand across different markets, in some cases by matching capacity to seasonal summer demand, and in others launching new year-round services. This summer an incredible fourteen new routes will be launched, although the Luxembourg service only starts in the very last week of the summer as defined by IATA.
\n\n
\n
Amongst the more established and major markets are new services to Hong Kong, Hanoi and Dhaka. These are long overdue and will build both local and connecting markets very quickly. Slightly more surprising is the opening of a daily Charlotte service, since this is a major American Airlines hub - the US carrier holds an 88% share of all flights there. Onward connectivity is required to make Charlotte work for any airline, so while the two carriers have reciprocity on their frequent flyer programmes, the absence of a full codeshare agreement may make for a challenging launch.
\n
Of a more regional nature are new services to Kabul, Damascus and Madinah, which should be well suited to the various A320 aircraft the airline operates. Expansion back into regional markets will of course remain dependent on the geo-political environment, but with stability these markets could, in time, support twice-daily services.
\n
The more seasonal services which are unlikely to extend into a full winter season are to points such as Palma. This is scheduled for a three-times weekly service in summer, on an A320 with a seven-hour twenty-minute block time. Presumably the potential market is those wishing to escape the heat of an Abu Dhabi summer for the even hotter heat of Majorca! Etihad are probably looking for some higher-than-average yields to cover that long-sector length and the crew costs of such a route.
Finding new markets is never easy. Those already served by competitors are established and typically quite large, while launching services to new destinations requires more marketing power and adds the risk of warming the market up for others to join. This summer it looks like Etihad will operate fifteen services that Emirates and Qatar Airways do not run, with Tel Aviv the largest. At some point Emirates and FlyDubai will certainly be back on Tel Aviv, a market that went from no capacity to one million seats when services fully launched in 2021.
\n
Equally, there are many other opportunities for Etihad where either Qatar Airways or Emirates do operate. London Gatwick is a major destination for both of Etihad’s rivals, and with slots in the wider London Airport system increasingly hard to find it could be a “now or never” moment for Etihad. After all, even the most conservative Singapore Airlines is now operating twice-daily at Gatwick. Cape Town is another major gap in the airline’s network, although bilateral constraints are a factor for Etihad. Ho Chi Minh and Hangzhou are both developing international markets for Emirates.
\n
The key question: more frequency or more network?
\n
Etihad has98 more aircraft on order, so even accounting for some fleet replacement there is room for plenty of capacity development in the next few years. A key question will be around launching new markets vs building frequency on existing routes. Certainly, summer seasonal services do not need more than three flights a week to serve clientele who could hire a private jet if they wanted, so you wouldn’t expect Palma, for instance, to increase to a daily service. There are certainly plenty of markets that have been warmed up by competitors but in the past bilateral blockages have prevented some growth and that may still be the case.
\n
Ultimately, while there is of course an element that hinges on geo-political events, the next few years are likely to see further network growth from Etihad and it will be an exciting period for the airline. But, on a cautionary note: the Emirates/FlyDubai combined operation has 497 aircraft on order and Qatar Airways has a further 285 so however the network develops, the competitive threat is never going away!
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n","post_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n\n
Key takeaways from the discussion:
\n
\n
Geopolitical Impact: Geopolitical disruptions can cause airlines to rapidly restructure their networks. During the latest Middle East conflict, European carriers — including British Airways — shifted capacity away from the region, redirecting flights to India, South Africa, and transatlantic routes. What's notable is just how quickly airlines can make these pivots and then reverse them when conditions improve.
\n
Regional Capacity Trends: Summer capacity comparisons show a mixed global picture. North and West Africa are seeing strong growth, while Central America, Mexico, and Canada are declining. Europe is broadly flat, partly due to airlines reconfiguring aircraft toward premium seating, with nearly 50% of seats on some aircraft now in premium or premium economy.
\n
World Cup Influence: While the World Cup has drawn large crowds locally, many attendees appear to be driving rather than flying, limiting the expected boost to air capacity and demand.
\n
Spirit Airways Impact: Spirit's collapse has reshaped competitive dynamics, particularly in Fort Lauderdale, where JetBlue was competing directly with Spirit. Almost all of Spirit's routes have been picked up by other carriers, with only the most obscure and marginal routes remaining uncovered. However, markets like Atlanta are still around 500,000 passengers down.
\n
New Route Development: Delta is set to launch Atlanta to Riyadh in October, with a partnership with Riyadh Air already in place. There is some uncertainty about long-term US to Riyadh passenger demand, but optimism that the route will proceed as planned.
\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 were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n","rss_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n\n
Key takeaways from the discussion:
\n
\n
Geopolitical Impact: Geopolitical disruptions can cause airlines to rapidly restructure their networks. During the latest Middle East conflict, European carriers — including British Airways — shifted capacity away from the region, redirecting flights to India, South Africa, and transatlantic routes. What's notable is just how quickly airlines can make these pivots and then reverse them when conditions improve.
\n
Regional Capacity Trends: Summer capacity comparisons show a mixed global picture. North and West Africa are seeing strong growth, while Central America, Mexico, and Canada are declining. Europe is broadly flat, partly due to airlines reconfiguring aircraft toward premium seating, with nearly 50% of seats on some aircraft now in premium or premium economy.
\n
World Cup Influence: While the World Cup has drawn large crowds locally, many attendees appear to be driving rather than flying, limiting the expected boost to air capacity and demand.
\n
Spirit Airways Impact: Spirit's collapse has reshaped competitive dynamics, particularly in Fort Lauderdale, where JetBlue was competing directly with Spirit. Almost all of Spirit's routes have been picked up by other carriers, with only the most obscure and marginal routes remaining uncovered. However, markets like Atlanta are still around 500,000 passengers down.
\n
New Route Development: Delta is set to launch Atlanta to Riyadh in October, with a partnership with Riyadh Air already in place. There is some uncertainty about long-term US to Riyadh passenger demand, but optimism that the route will proceed as planned.
\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 were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n\n
Key takeaways from the discussion:
\n
\n
Geopolitical Impact: Geopolitical disruptions can cause airlines to rapidly restructure their networks. During the latest Middle East conflict, European carriers — including British Airways — shifted capacity away from the region, redirecting flights to India, South Africa, and transatlantic routes. What's notable is just how quickly airlines can make these pivots and then reverse them when conditions improve.
\n
Regional Capacity Trends: Summer capacity comparisons show a mixed global picture. North and West Africa are seeing strong growth, while Central America, Mexico, and Canada are declining. Europe is broadly flat, partly due to airlines reconfiguring aircraft toward premium seating, with nearly 50% of seats on some aircraft now in premium or premium economy.
\n
World Cup Influence: While the World Cup has drawn large crowds locally, many attendees appear to be driving rather than flying, limiting the expected boost to air capacity and demand.
\n
Spirit Airways Impact: Spirit's collapse has reshaped competitive dynamics, particularly in Fort Lauderdale, where JetBlue was competing directly with Spirit. Almost all of Spirit's routes have been picked up by other carriers, with only the most obscure and marginal routes remaining uncovered. However, markets like Atlanta are still around 500,000 passengers down.
\n
New Route Development: Delta is set to launch Atlanta to Riyadh in October, with a partnership with Riyadh Air already in place. There is some uncertainty about long-term US to Riyadh passenger demand, but optimism that the route will proceed as planned.
\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 were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n\n
Key takeaways from the discussion:
\n
\n
Geopolitical Impact: Geopolitical disruptions can cause airlines to rapidly restructure their networks. During the latest Middle East conflict, European carriers — including British Airways — shifted capacity away from the region, redirecting flights to India, South Africa, and transatlantic routes. What's notable is just how quickly airlines can make these pivots and then reverse them when conditions improve.
\n
Regional Capacity Trends: Summer capacity comparisons show a mixed global picture. North and West Africa are seeing strong growth, while Central America, Mexico, and Canada are declining. Europe is broadly flat, partly due to airlines reconfiguring aircraft toward premium seating, with nearly 50% of seats on some aircraft now in premium or premium economy.
\n
World Cup Influence: While the World Cup has drawn large crowds locally, many attendees appear to be driving rather than flying, limiting the expected boost to air capacity and demand.
\n
Spirit Airways Impact: Spirit's collapse has reshaped competitive dynamics, particularly in Fort Lauderdale, where JetBlue was competing directly with Spirit. Almost all of Spirit's routes have been picked up by other carriers, with only the most obscure and marginal routes remaining uncovered. However, markets like Atlanta are still around 500,000 passengers down.
\n
New Route Development: Delta is set to launch Atlanta to Riyadh in October, with a partnership with Riyadh Air already in place. There is some uncertainty about long-term US to Riyadh passenger demand, but optimism that the route will proceed as planned.
\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 were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n\n
Key takeaways from the discussion:
\n
\n
Geopolitical Impact: Geopolitical disruptions can cause airlines to rapidly restructure their networks. During the latest Middle East conflict, European carriers — including British Airways — shifted capacity away from the region, redirecting flights to India, South Africa, and transatlantic routes. What's notable is just how quickly airlines can make these pivots and then reverse them when conditions improve.
\n
Regional Capacity Trends: Summer capacity comparisons show a mixed global picture. North and West Africa are seeing strong growth, while Central America, Mexico, and Canada are declining. Europe is broadly flat, partly due to airlines reconfiguring aircraft toward premium seating, with nearly 50% of seats on some aircraft now in premium or premium economy.
\n
World Cup Influence: While the World Cup has drawn large crowds locally, many attendees appear to be driving rather than flying, limiting the expected boost to air capacity and demand.
\n
Spirit Airways Impact: Spirit's collapse has reshaped competitive dynamics, particularly in Fort Lauderdale, where JetBlue was competing directly with Spirit. Almost all of Spirit's routes have been picked up by other carriers, with only the most obscure and marginal routes remaining uncovered. However, markets like Atlanta are still around 500,000 passengers down.
\n
New Route Development: Delta is set to launch Atlanta to Riyadh in October, with a partnership with Riyadh Air already in place. There is some uncertainty about long-term US to Riyadh passenger demand, but optimism that the route will proceed as planned.
\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 were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n\n
Key takeaways from the discussion:
\n
\n
Geopolitical Impact: Geopolitical disruptions can cause airlines to rapidly restructure their networks. During the latest Middle East conflict, European carriers — including British Airways — shifted capacity away from the region, redirecting flights to India, South Africa, and transatlantic routes. What's notable is just how quickly airlines can make these pivots and then reverse them when conditions improve.
\n
Regional Capacity Trends: Summer capacity comparisons show a mixed global picture. North and West Africa are seeing strong growth, while Central America, Mexico, and Canada are declining. Europe is broadly flat, partly due to airlines reconfiguring aircraft toward premium seating, with nearly 50% of seats on some aircraft now in premium or premium economy.
\n
World Cup Influence: While the World Cup has drawn large crowds locally, many attendees appear to be driving rather than flying, limiting the expected boost to air capacity and demand.
\n
Spirit Airways Impact: Spirit's collapse has reshaped competitive dynamics, particularly in Fort Lauderdale, where JetBlue was competing directly with Spirit. Almost all of Spirit's routes have been picked up by other carriers, with only the most obscure and marginal routes remaining uncovered. However, markets like Atlanta are still around 500,000 passengers down.
\n
New Route Development: Delta is set to launch Atlanta to Riyadh in October, with a partnership with Riyadh Air already in place. There is some uncertainty about long-term US to Riyadh passenger demand, but optimism that the route will proceed as planned.
\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 were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n","postSummaryRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
\n\n
Key takeaways from the discussion:
\n
\n
Geopolitical Impact: Geopolitical disruptions can cause airlines to rapidly restructure their networks. During the latest Middle East conflict, European carriers — including British Airways — shifted capacity away from the region, redirecting flights to India, South Africa, and transatlantic routes. What's notable is just how quickly airlines can make these pivots and then reverse them when conditions improve.
\n
Regional Capacity Trends: Summer capacity comparisons show a mixed global picture. North and West Africa are seeing strong growth, while Central America, Mexico, and Canada are declining. Europe is broadly flat, partly due to airlines reconfiguring aircraft toward premium seating, with nearly 50% of seats on some aircraft now in premium or premium economy.
\n
World Cup Influence: While the World Cup has drawn large crowds locally, many attendees appear to be driving rather than flying, limiting the expected boost to air capacity and demand.
\n
Spirit Airways Impact: Spirit's collapse has reshaped competitive dynamics, particularly in Fort Lauderdale, where JetBlue was competing directly with Spirit. Almost all of Spirit's routes have been picked up by other carriers, with only the most obscure and marginal routes remaining uncovered. However, markets like Atlanta are still around 500,000 passengers down.
\n
New Route Development: Delta is set to launch Atlanta to Riyadh in October, with a partnership with Riyadh Air already in place. There is some uncertainty about long-term US to Riyadh passenger demand, but optimism that the route will proceed as planned.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","rssSummary":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton were joined by Rebecca Francosky (Director, Air Service Development, Hartsfield-Jackson Atlanta International Airport) to explore the upcoming summer season in capacity and frequency terms.
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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.
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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.
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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
","rssSummary":"
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.
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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.
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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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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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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
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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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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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
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","rss_summary":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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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.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postBodyRss":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postEmailContent":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
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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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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! 🎧
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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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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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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.
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Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","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.
\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.
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In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
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With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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