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\n
Europe Reports Strong Capacity Growth
\n
The recent strong seasonal growth in demand and capacity to Europe looks likely to continue in Summer 2025 with strong capacity growth to Italy, Spain and France - as the current strength of the US Dollar makes those destinations good value for money.
\n
\n
All three major US airlines are planning double digit growth to Italy this year, collectively adding 260,000 seats.
\n
In the Spanish market, Iberia have dropped capacity by some 35,000 as their oneWorld and joint venture partner American Airlines adds 75,000 seats to the country.
\n
In the second largest international market, the United Kingdom, capacity this summer is set to be slightly lower than last year with Norse Atlantic cutting back their capacity by some 18% and American Airlines dropping some 2% of their previous year capacity. Despite both British Airways and Virgin Atlantic Airways continuing to have supply chain and MRO issues, both airlines have managed to keep similar production levels this summer reflecting the profitability of these markets to both businesses.
\n
\n
\n
\n
US Majors Grow at The Expense of Low Cost
\n
In an interesting development, the three major US legacy airlines have increased capacity for the forthcoming season, while a more cautious approach has been adopted by the low-cost airlines.
\n
\n
United Airlines have applied the largest percentage growth, adding 8.3 million seats (+8.3% YoY) to their domestic network and just over one million more international seats.
\n
American Airlines remain the largest airline with nearly 158 million seats planned for the summer, although their year-on-year capacity growth of some 8 million is slightly behind that of both United and Delta Air Lines.
\n
The Chapter 11 filing from Spirit Airlines has led to a 44% reduction in capacity, as they reorganise their network. However, the 30% reduction in capacity from Frontier may be more surprising - although perhaps equally prudent given the increasing levels of competition being faced from their Mexican rivals.
\n
\nAs a result of Spirit dropping some 13.6 million seats this summer compared to last year the share of low-cost airline capacity in the market has fallen by three percentage points to 28.1% (and in the US domestic market from 35% to 32%). However, this may be a short-term blip rather than the start of a longer-term change in market structure.
\n
\n
\n
This summer should be another strong season for airlines across the North American market. However, there are perhaps more potential threats to that performance, a softening of the US dollar could certainly impact demand to Europe, wider trade related issues could also impact demand, while broader consumer demand could be subject to recessionary pressures in the US if tariffs are put into effect. All of which will keep airline management teams looking closely at forward bookings and other such indicators as the summer goes by and they begin to plan their winter operations.
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
\n
\n
First, a quick overview of key stats for Summer 2025 and the North American market:
\n
\n
Total airline capacity from North America is set at some 793 million scheduled seats for Summer 2025 representing a 2% increase YoY.
\n
Canada has a 4% increase YoY as it reaches 8 million seats, while the dominant US market of 730 million has a more cautious 1.7% growth rate YoY.
\n
The domestic markets account for 84% of all capacity growth, 937,000 seats (that's 1% domestic market growth YoY) . This modest growth reflects some caution in the market and the supply chain challenges that are creating enforced capacity discipline for some airlines.
\n
\n
Mexican Airlines Grab The Largest Share
\n
Mexico remains the largest international market served from North America with 15.6 million scheduled seats during Summer 2025, a YoY growth of 8%.
\n
\n
Two airlines will account for 90% of the planned capacity growth and as these two airlines battle for market share this should in turn stimulate some competitive fares in the market:\n
\n
Volaris are adding a sizeable 780,000 seats (+36% YoY)
\n
VivaAerobus, another low-cost airline, are adding 300,000 seats (+33% YoY)
\n
\n
\n
Volaris has become the largest airline operating between North America and Mexico. Including Aeromexico, the three Mexican airlines now have a 38% market share, compared to 32% a year earlier. And in the US market they have increased their capacity by over 28% as they now operate some 40% of all capacity compared to 34% in Summer 2024.
\n
\n
\n
Europe Reports Strong Capacity Growth
\n
The recent strong seasonal growth in demand and capacity to Europe looks likely to continue in Summer 2025 with strong capacity growth to Italy, Spain and France - as the current strength of the US Dollar makes those destinations good value for money.
\n
\n
All three major US airlines are planning double digit growth to Italy this year, collectively adding 260,000 seats.
\n
In the Spanish market, Iberia have dropped capacity by some 35,000 as their oneWorld and joint venture partner American Airlines adds 75,000 seats to the country.
\n
In the second largest international market, the United Kingdom, capacity this summer is set to be slightly lower than last year with Norse Atlantic cutting back their capacity by some 18% and American Airlines dropping some 2% of their previous year capacity. Despite both British Airways and Virgin Atlantic Airways continuing to have supply chain and MRO issues, both airlines have managed to keep similar production levels this summer reflecting the profitability of these markets to both businesses.
\n
\n
\n
\n
US Majors Grow at The Expense of Low Cost
\n
In an interesting development, the three major US legacy airlines have increased capacity for the forthcoming season, while a more cautious approach has been adopted by the low-cost airlines.
\n
\n
United Airlines have applied the largest percentage growth, adding 8.3 million seats (+8.3% YoY) to their domestic network and just over one million more international seats.
\n
American Airlines remain the largest airline with nearly 158 million seats planned for the summer, although their year-on-year capacity growth of some 8 million is slightly behind that of both United and Delta Air Lines.
\n
The Chapter 11 filing from Spirit Airlines has led to a 44% reduction in capacity, as they reorganise their network. However, the 30% reduction in capacity from Frontier may be more surprising - although perhaps equally prudent given the increasing levels of competition being faced from their Mexican rivals.
\n
\nAs a result of Spirit dropping some 13.6 million seats this summer compared to last year the share of low-cost airline capacity in the market has fallen by three percentage points to 28.1% (and in the US domestic market from 35% to 32%). However, this may be a short-term blip rather than the start of a longer-term change in market structure.
\n
\n
\n
This summer should be another strong season for airlines across the North American market. However, there are perhaps more potential threats to that performance, a softening of the US dollar could certainly impact demand to Europe, wider trade related issues could also impact demand, while broader consumer demand could be subject to recessionary pressures in the US if tariffs are put into effect. All of which will keep airline management teams looking closely at forward bookings and other such indicators as the summer goes by and they begin to plan their winter operations.
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
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While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
\n
\n
First, a quick overview of key stats for Summer 2025 and the North American market:
\n
\n
Total airline capacity from North America is set at some 793 million scheduled seats for Summer 2025 representing a 2% increase YoY.
\n
Canada has a 4% increase YoY as it reaches 8 million seats, while the dominant US market of 730 million has a more cautious 1.7% growth rate YoY.
\n
The domestic markets account for 84% of all capacity growth, 937,000 seats (that's 1% domestic market growth YoY) . This modest growth reflects some caution in the market and the supply chain challenges that are creating enforced capacity discipline for some airlines.
\n
\n
Mexican Airlines Grab The Largest Share
\n
Mexico remains the largest international market served from North America with 15.6 million scheduled seats during Summer 2025, a YoY growth of 8%.
\n
\n
Two airlines will account for 90% of the planned capacity growth and as these two airlines battle for market share this should in turn stimulate some competitive fares in the market:\n
\n
Volaris are adding a sizeable 780,000 seats (+36% YoY)
\n
VivaAerobus, another low-cost airline, are adding 300,000 seats (+33% YoY)
\n
\n
\n
Volaris has become the largest airline operating between North America and Mexico. Including Aeromexico, the three Mexican airlines now have a 38% market share, compared to 32% a year earlier. And in the US market they have increased their capacity by over 28% as they now operate some 40% of all capacity compared to 34% in Summer 2024.
\n
\n
\n
Europe Reports Strong Capacity Growth
\n
The recent strong seasonal growth in demand and capacity to Europe looks likely to continue in Summer 2025 with strong capacity growth to Italy, Spain and France - as the current strength of the US Dollar makes those destinations good value for money.
\n
\n
All three major US airlines are planning double digit growth to Italy this year, collectively adding 260,000 seats.
\n
In the Spanish market, Iberia have dropped capacity by some 35,000 as their oneWorld and joint venture partner American Airlines adds 75,000 seats to the country.
\n
In the second largest international market, the United Kingdom, capacity this summer is set to be slightly lower than last year with Norse Atlantic cutting back their capacity by some 18% and American Airlines dropping some 2% of their previous year capacity. Despite both British Airways and Virgin Atlantic Airways continuing to have supply chain and MRO issues, both airlines have managed to keep similar production levels this summer reflecting the profitability of these markets to both businesses.
\n
\n
\n
\n
US Majors Grow at The Expense of Low Cost
\n
In an interesting development, the three major US legacy airlines have increased capacity for the forthcoming season, while a more cautious approach has been adopted by the low-cost airlines.
\n
\n
United Airlines have applied the largest percentage growth, adding 8.3 million seats (+8.3% YoY) to their domestic network and just over one million more international seats.
\n
American Airlines remain the largest airline with nearly 158 million seats planned for the summer, although their year-on-year capacity growth of some 8 million is slightly behind that of both United and Delta Air Lines.
\n
The Chapter 11 filing from Spirit Airlines has led to a 44% reduction in capacity, as they reorganise their network. However, the 30% reduction in capacity from Frontier may be more surprising - although perhaps equally prudent given the increasing levels of competition being faced from their Mexican rivals.
\n
\nAs a result of Spirit dropping some 13.6 million seats this summer compared to last year the share of low-cost airline capacity in the market has fallen by three percentage points to 28.1% (and in the US domestic market from 35% to 32%). However, this may be a short-term blip rather than the start of a longer-term change in market structure.
\n
\n
\n
This summer should be another strong season for airlines across the North American market. However, there are perhaps more potential threats to that performance, a softening of the US dollar could certainly impact demand to Europe, wider trade related issues could also impact demand, while broader consumer demand could be subject to recessionary pressures in the US if tariffs are put into effect. All of which will keep airline management teams looking closely at forward bookings and other such indicators as the summer goes by and they begin to plan their winter operations.
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
\n
\n
First, a quick overview of key stats for Summer 2025 and the North American market:
\n
\n
Total airline capacity from North America is set at some 793 million scheduled seats for Summer 2025 representing a 2% increase YoY.
\n
Canada has a 4% increase YoY as it reaches 8 million seats, while the dominant US market of 730 million has a more cautious 1.7% growth rate YoY.
\n
The domestic markets account for 84% of all capacity growth, 937,000 seats (that's 1% domestic market growth YoY) . This modest growth reflects some caution in the market and the supply chain challenges that are creating enforced capacity discipline for some airlines.
\n
\n
Mexican Airlines Grab The Largest Share
\n
Mexico remains the largest international market served from North America with 15.6 million scheduled seats during Summer 2025, a YoY growth of 8%.
\n
\n
Two airlines will account for 90% of the planned capacity growth and as these two airlines battle for market share this should in turn stimulate some competitive fares in the market:\n
\n
Volaris are adding a sizeable 780,000 seats (+36% YoY)
\n
VivaAerobus, another low-cost airline, are adding 300,000 seats (+33% YoY)
\n
\n
\n
Volaris has become the largest airline operating between North America and Mexico. Including Aeromexico, the three Mexican airlines now have a 38% market share, compared to 32% a year earlier. And in the US market they have increased their capacity by over 28% as they now operate some 40% of all capacity compared to 34% in Summer 2024.
\n
\n
\n
Europe Reports Strong Capacity Growth
\n
The recent strong seasonal growth in demand and capacity to Europe looks likely to continue in Summer 2025 with strong capacity growth to Italy, Spain and France - as the current strength of the US Dollar makes those destinations good value for money.
\n
\n
All three major US airlines are planning double digit growth to Italy this year, collectively adding 260,000 seats.
\n
In the Spanish market, Iberia have dropped capacity by some 35,000 as their oneWorld and joint venture partner American Airlines adds 75,000 seats to the country.
\n
In the second largest international market, the United Kingdom, capacity this summer is set to be slightly lower than last year with Norse Atlantic cutting back their capacity by some 18% and American Airlines dropping some 2% of their previous year capacity. Despite both British Airways and Virgin Atlantic Airways continuing to have supply chain and MRO issues, both airlines have managed to keep similar production levels this summer reflecting the profitability of these markets to both businesses.
\n
\n
\n
\n
US Majors Grow at The Expense of Low Cost
\n
In an interesting development, the three major US legacy airlines have increased capacity for the forthcoming season, while a more cautious approach has been adopted by the low-cost airlines.
\n
\n
United Airlines have applied the largest percentage growth, adding 8.3 million seats (+8.3% YoY) to their domestic network and just over one million more international seats.
\n
American Airlines remain the largest airline with nearly 158 million seats planned for the summer, although their year-on-year capacity growth of some 8 million is slightly behind that of both United and Delta Air Lines.
\n
The Chapter 11 filing from Spirit Airlines has led to a 44% reduction in capacity, as they reorganise their network. However, the 30% reduction in capacity from Frontier may be more surprising - although perhaps equally prudent given the increasing levels of competition being faced from their Mexican rivals.
\n
\nAs a result of Spirit dropping some 13.6 million seats this summer compared to last year the share of low-cost airline capacity in the market has fallen by three percentage points to 28.1% (and in the US domestic market from 35% to 32%). However, this may be a short-term blip rather than the start of a longer-term change in market structure.
\n
\n
\n
This summer should be another strong season for airlines across the North American market. However, there are perhaps more potential threats to that performance, a softening of the US dollar could certainly impact demand to Europe, wider trade related issues could also impact demand, while broader consumer demand could be subject to recessionary pressures in the US if tariffs are put into effect. All of which will keep airline management teams looking closely at forward bookings and other such indicators as the summer goes by and they begin to plan their winter operations.
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
","postSummaryRss":"
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
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While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
\n
\n
First, a quick overview of key stats for Summer 2025 and the North American market:
\n
\n
Total airline capacity from North America is set at some 793 million scheduled seats for Summer 2025 representing a 2% increase YoY.
\n
Canada has a 4% increase YoY as it reaches 8 million seats, while the dominant US market of 730 million has a more cautious 1.7% growth rate YoY.
\n
The domestic markets account for 84% of all capacity growth, 937,000 seats (that's 1% domestic market growth YoY) . This modest growth reflects some caution in the market and the supply chain challenges that are creating enforced capacity discipline for some airlines.
\n
\n
Mexican Airlines Grab The Largest Share
\n
Mexico remains the largest international market served from North America with 15.6 million scheduled seats during Summer 2025, a YoY growth of 8%.
\n
\n
Two airlines will account for 90% of the planned capacity growth and as these two airlines battle for market share this should in turn stimulate some competitive fares in the market:\n
\n
Volaris are adding a sizeable 780,000 seats (+36% YoY)
\n
VivaAerobus, another low-cost airline, are adding 300,000 seats (+33% YoY)
\n
\n
\n
Volaris has become the largest airline operating between North America and Mexico. Including Aeromexico, the three Mexican airlines now have a 38% market share, compared to 32% a year earlier. And in the US market they have increased their capacity by over 28% as they now operate some 40% of all capacity compared to 34% in Summer 2024.
\n
\n
\n
Europe Reports Strong Capacity Growth
\n
The recent strong seasonal growth in demand and capacity to Europe looks likely to continue in Summer 2025 with strong capacity growth to Italy, Spain and France - as the current strength of the US Dollar makes those destinations good value for money.
\n
\n
All three major US airlines are planning double digit growth to Italy this year, collectively adding 260,000 seats.
\n
In the Spanish market, Iberia have dropped capacity by some 35,000 as their oneWorld and joint venture partner American Airlines adds 75,000 seats to the country.
\n
In the second largest international market, the United Kingdom, capacity this summer is set to be slightly lower than last year with Norse Atlantic cutting back their capacity by some 18% and American Airlines dropping some 2% of their previous year capacity. Despite both British Airways and Virgin Atlantic Airways continuing to have supply chain and MRO issues, both airlines have managed to keep similar production levels this summer reflecting the profitability of these markets to both businesses.
\n
\n
\n
\n
US Majors Grow at The Expense of Low Cost
\n
In an interesting development, the three major US legacy airlines have increased capacity for the forthcoming season, while a more cautious approach has been adopted by the low-cost airlines.
\n
\n
United Airlines have applied the largest percentage growth, adding 8.3 million seats (+8.3% YoY) to their domestic network and just over one million more international seats.
\n
American Airlines remain the largest airline with nearly 158 million seats planned for the summer, although their year-on-year capacity growth of some 8 million is slightly behind that of both United and Delta Air Lines.
\n
The Chapter 11 filing from Spirit Airlines has led to a 44% reduction in capacity, as they reorganise their network. However, the 30% reduction in capacity from Frontier may be more surprising - although perhaps equally prudent given the increasing levels of competition being faced from their Mexican rivals.
\n
\nAs a result of Spirit dropping some 13.6 million seats this summer compared to last year the share of low-cost airline capacity in the market has fallen by three percentage points to 28.1% (and in the US domestic market from 35% to 32%). However, this may be a short-term blip rather than the start of a longer-term change in market structure.
\n
\n
\n
This summer should be another strong season for airlines across the North American market. However, there are perhaps more potential threats to that performance, a softening of the US dollar could certainly impact demand to Europe, wider trade related issues could also impact demand, while broader consumer demand could be subject to recessionary pressures in the US if tariffs are put into effect. All of which will keep airline management teams looking closely at forward bookings and other such indicators as the summer goes by and they begin to plan their winter operations.
While the clocks have already sprung forward in North America, the IATA Summer 2025 season is still a few weeks away from launching but with most airlines now settled on their summer schedules we’ve looked at how networks and capacity are changing year-on-year (YoY).
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Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n","rss_body":"
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n\n
From the days of Laker Airways and People Express, plus other pioneers, the thought of low-cost long-haul travel has both excited and left travellers stranded around the globe. Various airlines at some time or other have collapsed, leaving legacy airlines quietly smiling as they rescue passengers with “special recovery fares”.
\n
As established low-cost airlines once again venture into the long-haul market and some ambitious new start-ups emerge, we’ve had another look at the market to identify any crucial insights that could influence a carrier's likelihood of success.
\n
Applying a notional minimum sector length of 3,400 nautical miles there are 14 airlines operating low-cost long-haul services this year. Out of these 14 only five have managed to operate since 2015 (see table below). Across the five “long-term survivors” each have very different ownership and operating structures, which explains their continued survival up to the present day.
\n
\n
\n
Family Membership Structures
\n
Jetstar Airways with a fleet of B787s fill a very important gap in the leisure and Visiting Friends and Relatives (VFR) market for the larger QANTAS Group where the mainline carrier concentrates on serving the premium business markets with their connectivity to major international markets. Both airlines compete head-to-head on a series of routes, and competition is particularly fierce to New Zealand with Auckland a key destination for both carriers. While the concept of two airlines owned by the same parent may seem strange there is clearly enough market for both Jetstar and Qantas to compete, and with very different pricing levels the two carriers are certainly competitive against each other.
\n
In many markets, it’s a well-practised strategy for an airline to develop their own low-cost brand as a means of differentiating product, network expansion, and deterring external competition, all while protecting the core business and higher revenues of the mainstream brand. In Europe, Lufthansa expanded the Germanwings network to fill that space, however the airline subsequently ceased operations. IAG have the LEVEL brand operating out of Barcelona to major VFR and leisure destinations such as Miami and Buenos Aires, although LEVEL only distribute and sell using the IB flight prefix of their parent company.
\n
Dual branding within an airline group makes commercial sense in most cases if the respective marketing departments can create sufficient differentiation in the brands and particularly in those soft areas such as personality and organisational culture.
\n
Scoot are another example of the family airline structure with the Singaporean airline fulfilling both the regional and longer-haul network requirements of the parent company Singapore Airlines. This year, the two airlines will compete across 21 routes including Bangkok, Kuala Lumpur, Jakarta, and Denpasar. These destinations are valuable for both connecting and leisure markets, making competition between the carriers inevitable. Scoot operate some 56 routes with a competitive Singapore Airlines dimension, with Ko Samui the largest. They also have a mixed fleet, like Jetstar, that works well across both their long-haul and short-haul sectors.
\n
\n
Opportunistic Non-Core Services
\n
It may be entrepreneurial spirit, or just a case of ‘in the right place at the right time’, but there is a small cluster of low-cost long-haul airlines that serve very specific markets:
\n
\n
Cebu Pacific and Lion Air are best known for their regional low-cost networks but also operate to the Middle East serving the religious and worker markets between the respective countries. With year-round demand and facing a wide selection of legacy airline services the two carriers enjoy significant brand loyalty. Although their selling fares obviously contribute to that popularity, in truth these services are as close to charter flights as you can get from a schedule airline.
\n
The Brazilian low-cost Azul Airlines’ long-haul services are essentially serving the diaspora communities in Florida and Portugal, providing an almost guaranteed level of business. But even so, these are very much opportunistic using a combination of A330s and are certainly none core to the airlines regional and domestic networks. Indeed, it is very unusual to see an airline operating some thirty ATRs and then mixing those with an A330s fleet; it may indeed explain the airlines desire to seek a merger with GOL this year.
\n
\n
Achieving Critical Mass Seems Part of The Challenge
\n
It’s always seemed that for long-haul airlines a key challenge has been to achieve a point of critical mass where they both have enough aircraft and a stable network with minimal seasonal churn to allow them to develop from a solid base. Looking at this year’s current schedules across the long-haul low-cost carriers (LCCs) and applying that 3,500 NM minimum sector length, only two airlines are operating more than 20 daily services, for many of the airlines the daily frequencies are in the low double digits.
\n
\n
Network churn has also been a challenge for some of the long-haul LCCs. Although all airlines must deal with seasonal demand, LCCs may be more exposed as price is a key sales tool and market stimulation essential. While Jetstar will make no changes to their route network this summer compared to the winter programme and Azul will only add their seasonal Oporto service, Norse will churn five new routes at the expense of dropping London Gatwick – Las Vegas and leasing out aircraft to IndiGo. For Norse developing long-haul low-cost services from Athens to New York (head to head with Emirates) and Los Angeles depending on US originating traffic, may have a whole new series of risk given recent developments and the spending power of the US Dollar.
\n
Ultimately Though It’s All About Costs
\n
The long-term success, or indeed survival, of a long-haul LCC hinges on maintaining the lowest possible costs. For many airlines seeking to operate in this sector is almost impossible after the early years as lease costs increase and overheads creep up for apparently no reason. Given the importance of cost control it is perhaps no surprise that those long-haul LCCs that have managed to survive, although not grow in many cases, are based in emergent markets where operating costs are typically lower than in the more developed markets of Western Europe and North America.
\n
Will Long-Haul Low Cost Disappear?
\n
While plenty of legacy airlines would like that to be the case, it’s very unlikely. Aviation is dynamic and even now with the challenges of aircraft supply there are always some spare aircraft available. With new markets always appearing, emergent markets, increased consumer wealth, and access to credit - someone will always see an opportunity and the barriers to market entry are increasingly low.
\n
The key question is how many of those airlines will themselves churn and how many will survive more than a decade in operation; that’s the challenge.
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n\n
From the days of Laker Airways and People Express, plus other pioneers, the thought of low-cost long-haul travel has both excited and left travellers stranded around the globe. Various airlines at some time or other have collapsed, leaving legacy airlines quietly smiling as they rescue passengers with “special recovery fares”.
\n
As established low-cost airlines once again venture into the long-haul market and some ambitious new start-ups emerge, we’ve had another look at the market to identify any crucial insights that could influence a carrier's likelihood of success.
\n
Applying a notional minimum sector length of 3,400 nautical miles there are 14 airlines operating low-cost long-haul services this year. Out of these 14 only five have managed to operate since 2015 (see table below). Across the five “long-term survivors” each have very different ownership and operating structures, which explains their continued survival up to the present day.
\n
\n
\n
Family Membership Structures
\n
Jetstar Airways with a fleet of B787s fill a very important gap in the leisure and Visiting Friends and Relatives (VFR) market for the larger QANTAS Group where the mainline carrier concentrates on serving the premium business markets with their connectivity to major international markets. Both airlines compete head-to-head on a series of routes, and competition is particularly fierce to New Zealand with Auckland a key destination for both carriers. While the concept of two airlines owned by the same parent may seem strange there is clearly enough market for both Jetstar and Qantas to compete, and with very different pricing levels the two carriers are certainly competitive against each other.
\n
In many markets, it’s a well-practised strategy for an airline to develop their own low-cost brand as a means of differentiating product, network expansion, and deterring external competition, all while protecting the core business and higher revenues of the mainstream brand. In Europe, Lufthansa expanded the Germanwings network to fill that space, however the airline subsequently ceased operations. IAG have the LEVEL brand operating out of Barcelona to major VFR and leisure destinations such as Miami and Buenos Aires, although LEVEL only distribute and sell using the IB flight prefix of their parent company.
\n
Dual branding within an airline group makes commercial sense in most cases if the respective marketing departments can create sufficient differentiation in the brands and particularly in those soft areas such as personality and organisational culture.
\n
Scoot are another example of the family airline structure with the Singaporean airline fulfilling both the regional and longer-haul network requirements of the parent company Singapore Airlines. This year, the two airlines will compete across 21 routes including Bangkok, Kuala Lumpur, Jakarta, and Denpasar. These destinations are valuable for both connecting and leisure markets, making competition between the carriers inevitable. Scoot operate some 56 routes with a competitive Singapore Airlines dimension, with Ko Samui the largest. They also have a mixed fleet, like Jetstar, that works well across both their long-haul and short-haul sectors.
\n
\n
Opportunistic Non-Core Services
\n
It may be entrepreneurial spirit, or just a case of ‘in the right place at the right time’, but there is a small cluster of low-cost long-haul airlines that serve very specific markets:
\n
\n
Cebu Pacific and Lion Air are best known for their regional low-cost networks but also operate to the Middle East serving the religious and worker markets between the respective countries. With year-round demand and facing a wide selection of legacy airline services the two carriers enjoy significant brand loyalty. Although their selling fares obviously contribute to that popularity, in truth these services are as close to charter flights as you can get from a schedule airline.
\n
The Brazilian low-cost Azul Airlines’ long-haul services are essentially serving the diaspora communities in Florida and Portugal, providing an almost guaranteed level of business. But even so, these are very much opportunistic using a combination of A330s and are certainly none core to the airlines regional and domestic networks. Indeed, it is very unusual to see an airline operating some thirty ATRs and then mixing those with an A330s fleet; it may indeed explain the airlines desire to seek a merger with GOL this year.
\n
\n
Achieving Critical Mass Seems Part of The Challenge
\n
It’s always seemed that for long-haul airlines a key challenge has been to achieve a point of critical mass where they both have enough aircraft and a stable network with minimal seasonal churn to allow them to develop from a solid base. Looking at this year’s current schedules across the long-haul low-cost carriers (LCCs) and applying that 3,500 NM minimum sector length, only two airlines are operating more than 20 daily services, for many of the airlines the daily frequencies are in the low double digits.
\n
\n
Network churn has also been a challenge for some of the long-haul LCCs. Although all airlines must deal with seasonal demand, LCCs may be more exposed as price is a key sales tool and market stimulation essential. While Jetstar will make no changes to their route network this summer compared to the winter programme and Azul will only add their seasonal Oporto service, Norse will churn five new routes at the expense of dropping London Gatwick – Las Vegas and leasing out aircraft to IndiGo. For Norse developing long-haul low-cost services from Athens to New York (head to head with Emirates) and Los Angeles depending on US originating traffic, may have a whole new series of risk given recent developments and the spending power of the US Dollar.
\n
Ultimately Though It’s All About Costs
\n
The long-term success, or indeed survival, of a long-haul LCC hinges on maintaining the lowest possible costs. For many airlines seeking to operate in this sector is almost impossible after the early years as lease costs increase and overheads creep up for apparently no reason. Given the importance of cost control it is perhaps no surprise that those long-haul LCCs that have managed to survive, although not grow in many cases, are based in emergent markets where operating costs are typically lower than in the more developed markets of Western Europe and North America.
\n
Will Long-Haul Low Cost Disappear?
\n
While plenty of legacy airlines would like that to be the case, it’s very unlikely. Aviation is dynamic and even now with the challenges of aircraft supply there are always some spare aircraft available. With new markets always appearing, emergent markets, increased consumer wealth, and access to credit - someone will always see an opportunity and the barriers to market entry are increasingly low.
\n
The key question is how many of those airlines will themselves churn and how many will survive more than a decade in operation; that’s the challenge.
\n
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Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n","blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":null,"keywords":[],"published_at":1741702631204,"head_html":null,"footer_html":null,"attached_stylesheets":[],"enable_domain_stylesheets":null,"include_default_custom_css":null,"meta_description":"We explore the factors that can influence the success or failure of long-haul low-cost airlines in different markets.","meta_keywords":null,"layout_sections":{},"past_mab_experiment_ids":[],"deleted_by":null,"featured_image_alt_text":"","enable_layout_stylesheets":null,"tweet":null,"tweet_at":null,"campaign_name":null,"campaign_utm":null,"tweet_immediately":false,"publish_immediately":true,"security_state":"NONE","scheduled_update_date":0,"placement_guids":[],"property_for_dynamic_page_title":null,"property_for_dynamic_page_slug":null,"property_for_dynamic_page_meta_description":null,"property_for_dynamic_page_featured_image":null,"property_for_dynamic_page_canonical_url":null,"preview_image_src":null,"legacy_blog_tabid":null,"legacy_post_guid":null,"performable_variation_letter":null,"style_override_id":null,"has_user_changes":true,"css":{},"css_text":"","unpublished_at":1741702544739,"published_by_id":64413925,"allowed_slug_conflict":false,"ai_features":null,"link_rel_canonical_url":"","page_redirected":false,"page_expiry_enabled":null,"page_expiry_date":null,"page_expiry_redirect_id":null,"page_expiry_redirect_url":null,"deleted_by_id":null,"state_when_deleted":null,"cloned_from":null,"staged_from":null,"personas":[],"compose_body":null,"featured_image":"https://www.oag.com/hubfs/LCC%20blog%20image.jpg","featured_image_width":1600,"featured_image_height":900,"publish_timezone_offset":null,"theme_settings_values":null,"password":null,"header":null,"last_edit_session_id":null,"last_edit_update_id":null,"created_by_agent":null},"metaDescription":"We explore the factors that can influence the success or failure of long-haul low-cost airlines in different markets.","metaKeywords":null,"name":"Long-Haul Low-Cost Airlines: Why Can They Succeed in Some Markets but Fail in Others?","nextPostFeaturedImage":"https://www.oag.com/hubfs/March%20radar%20featured%20image.jpg","nextPostFeaturedImageAltText":"","nextPostName":"From Chatbots to Deal Finders: How Tech is Changing Aviation This Month","nextPostSlug":"blog/three-airline-tech-innovations-to-watch-in-march-2025","pageExpiryDate":null,"pageExpiryEnabled":null,"pageExpiryRedirectId":null,"pageExpiryRedirectUrl":null,"pageRedirected":false,"pageTitle":"What Makes a Long-Haul Low-Cost Airline Succeed or Fail? | Aviation Market Analysis | OAG","parentBlog":{"absoluteUrl":"https://www.oag.com/blog","allowComments":false,"ampBodyColor":"#404040","ampBodyFont":"'Helvetica Neue', Helvetica, Arial, sans-serif","ampBodyFontSize":"18","ampCustomCss":"","ampHeaderBackgroundColor":"#ffffff","ampHeaderColor":"#1e1e1e","ampHeaderFont":"'Helvetica Neue', Helvetica, Arial, sans-serif","ampHeaderFontSize":"36","ampLinkColor":"#416bb3","ampLogoAlt":"OAG Black 2018","ampLogoHeight":594,"ampLogoSrc":"https://www.oag.com/hubfs/OAG%20Black%202018.png","ampLogoWidth":945,"analyticsPageId":2547580647,"attachedStylesheets":[],"audienceAccess":"PUBLIC","businessUnitId":null,"captchaAfterDays":7,"captchaAlways":false,"categoryId":3,"cdnPurgeEmbargoTime":null,"closeCommentsOlder":0,"commentDateFormat":"medium","commentFormGuid":"5fddd154-8ed7-470d-bdc0-b3267efba414","commentMaxThreadDepth":4,"commentModeration":false,"commentNotificationEmails":["katy.ludwell@oag.com","hiten.patel@oag.com"],"commentShouldCreateContact":false,"commentVerificationText":"Thank you for your comment. 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Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n\n
From the days of Laker Airways and People Express, plus other pioneers, the thought of low-cost long-haul travel has both excited and left travellers stranded around the globe. Various airlines at some time or other have collapsed, leaving legacy airlines quietly smiling as they rescue passengers with “special recovery fares”.
\n
As established low-cost airlines once again venture into the long-haul market and some ambitious new start-ups emerge, we’ve had another look at the market to identify any crucial insights that could influence a carrier's likelihood of success.
\n
Applying a notional minimum sector length of 3,400 nautical miles there are 14 airlines operating low-cost long-haul services this year. Out of these 14 only five have managed to operate since 2015 (see table below). Across the five “long-term survivors” each have very different ownership and operating structures, which explains their continued survival up to the present day.
\n
\n
\n
Family Membership Structures
\n
Jetstar Airways with a fleet of B787s fill a very important gap in the leisure and Visiting Friends and Relatives (VFR) market for the larger QANTAS Group where the mainline carrier concentrates on serving the premium business markets with their connectivity to major international markets. Both airlines compete head-to-head on a series of routes, and competition is particularly fierce to New Zealand with Auckland a key destination for both carriers. While the concept of two airlines owned by the same parent may seem strange there is clearly enough market for both Jetstar and Qantas to compete, and with very different pricing levels the two carriers are certainly competitive against each other.
\n
In many markets, it’s a well-practised strategy for an airline to develop their own low-cost brand as a means of differentiating product, network expansion, and deterring external competition, all while protecting the core business and higher revenues of the mainstream brand. In Europe, Lufthansa expanded the Germanwings network to fill that space, however the airline subsequently ceased operations. IAG have the LEVEL brand operating out of Barcelona to major VFR and leisure destinations such as Miami and Buenos Aires, although LEVEL only distribute and sell using the IB flight prefix of their parent company.
\n
Dual branding within an airline group makes commercial sense in most cases if the respective marketing departments can create sufficient differentiation in the brands and particularly in those soft areas such as personality and organisational culture.
\n
Scoot are another example of the family airline structure with the Singaporean airline fulfilling both the regional and longer-haul network requirements of the parent company Singapore Airlines. This year, the two airlines will compete across 21 routes including Bangkok, Kuala Lumpur, Jakarta, and Denpasar. These destinations are valuable for both connecting and leisure markets, making competition between the carriers inevitable. Scoot operate some 56 routes with a competitive Singapore Airlines dimension, with Ko Samui the largest. They also have a mixed fleet, like Jetstar, that works well across both their long-haul and short-haul sectors.
\n
\n
Opportunistic Non-Core Services
\n
It may be entrepreneurial spirit, or just a case of ‘in the right place at the right time’, but there is a small cluster of low-cost long-haul airlines that serve very specific markets:
\n
\n
Cebu Pacific and Lion Air are best known for their regional low-cost networks but also operate to the Middle East serving the religious and worker markets between the respective countries. With year-round demand and facing a wide selection of legacy airline services the two carriers enjoy significant brand loyalty. Although their selling fares obviously contribute to that popularity, in truth these services are as close to charter flights as you can get from a schedule airline.
\n
The Brazilian low-cost Azul Airlines’ long-haul services are essentially serving the diaspora communities in Florida and Portugal, providing an almost guaranteed level of business. But even so, these are very much opportunistic using a combination of A330s and are certainly none core to the airlines regional and domestic networks. Indeed, it is very unusual to see an airline operating some thirty ATRs and then mixing those with an A330s fleet; it may indeed explain the airlines desire to seek a merger with GOL this year.
\n
\n
Achieving Critical Mass Seems Part of The Challenge
\n
It’s always seemed that for long-haul airlines a key challenge has been to achieve a point of critical mass where they both have enough aircraft and a stable network with minimal seasonal churn to allow them to develop from a solid base. Looking at this year’s current schedules across the long-haul low-cost carriers (LCCs) and applying that 3,500 NM minimum sector length, only two airlines are operating more than 20 daily services, for many of the airlines the daily frequencies are in the low double digits.
\n
\n
Network churn has also been a challenge for some of the long-haul LCCs. Although all airlines must deal with seasonal demand, LCCs may be more exposed as price is a key sales tool and market stimulation essential. While Jetstar will make no changes to their route network this summer compared to the winter programme and Azul will only add their seasonal Oporto service, Norse will churn five new routes at the expense of dropping London Gatwick – Las Vegas and leasing out aircraft to IndiGo. For Norse developing long-haul low-cost services from Athens to New York (head to head with Emirates) and Los Angeles depending on US originating traffic, may have a whole new series of risk given recent developments and the spending power of the US Dollar.
\n
Ultimately Though It’s All About Costs
\n
The long-term success, or indeed survival, of a long-haul LCC hinges on maintaining the lowest possible costs. For many airlines seeking to operate in this sector is almost impossible after the early years as lease costs increase and overheads creep up for apparently no reason. Given the importance of cost control it is perhaps no surprise that those long-haul LCCs that have managed to survive, although not grow in many cases, are based in emergent markets where operating costs are typically lower than in the more developed markets of Western Europe and North America.
\n
Will Long-Haul Low Cost Disappear?
\n
While plenty of legacy airlines would like that to be the case, it’s very unlikely. Aviation is dynamic and even now with the challenges of aircraft supply there are always some spare aircraft available. With new markets always appearing, emergent markets, increased consumer wealth, and access to credit - someone will always see an opportunity and the barriers to market entry are increasingly low.
\n
The key question is how many of those airlines will themselves churn and how many will survive more than a decade in operation; that’s the challenge.
\n
","postBodyRss":"
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n\n
From the days of Laker Airways and People Express, plus other pioneers, the thought of low-cost long-haul travel has both excited and left travellers stranded around the globe. Various airlines at some time or other have collapsed, leaving legacy airlines quietly smiling as they rescue passengers with “special recovery fares”.
\n
As established low-cost airlines once again venture into the long-haul market and some ambitious new start-ups emerge, we’ve had another look at the market to identify any crucial insights that could influence a carrier's likelihood of success.
\n
Applying a notional minimum sector length of 3,400 nautical miles there are 14 airlines operating low-cost long-haul services this year. Out of these 14 only five have managed to operate since 2015 (see table below). Across the five “long-term survivors” each have very different ownership and operating structures, which explains their continued survival up to the present day.
\n
\n
\n
Family Membership Structures
\n
Jetstar Airways with a fleet of B787s fill a very important gap in the leisure and Visiting Friends and Relatives (VFR) market for the larger QANTAS Group where the mainline carrier concentrates on serving the premium business markets with their connectivity to major international markets. Both airlines compete head-to-head on a series of routes, and competition is particularly fierce to New Zealand with Auckland a key destination for both carriers. While the concept of two airlines owned by the same parent may seem strange there is clearly enough market for both Jetstar and Qantas to compete, and with very different pricing levels the two carriers are certainly competitive against each other.
\n
In many markets, it’s a well-practised strategy for an airline to develop their own low-cost brand as a means of differentiating product, network expansion, and deterring external competition, all while protecting the core business and higher revenues of the mainstream brand. In Europe, Lufthansa expanded the Germanwings network to fill that space, however the airline subsequently ceased operations. IAG have the LEVEL brand operating out of Barcelona to major VFR and leisure destinations such as Miami and Buenos Aires, although LEVEL only distribute and sell using the IB flight prefix of their parent company.
\n
Dual branding within an airline group makes commercial sense in most cases if the respective marketing departments can create sufficient differentiation in the brands and particularly in those soft areas such as personality and organisational culture.
\n
Scoot are another example of the family airline structure with the Singaporean airline fulfilling both the regional and longer-haul network requirements of the parent company Singapore Airlines. This year, the two airlines will compete across 21 routes including Bangkok, Kuala Lumpur, Jakarta, and Denpasar. These destinations are valuable for both connecting and leisure markets, making competition between the carriers inevitable. Scoot operate some 56 routes with a competitive Singapore Airlines dimension, with Ko Samui the largest. They also have a mixed fleet, like Jetstar, that works well across both their long-haul and short-haul sectors.
\n
\n
Opportunistic Non-Core Services
\n
It may be entrepreneurial spirit, or just a case of ‘in the right place at the right time’, but there is a small cluster of low-cost long-haul airlines that serve very specific markets:
\n
\n
Cebu Pacific and Lion Air are best known for their regional low-cost networks but also operate to the Middle East serving the religious and worker markets between the respective countries. With year-round demand and facing a wide selection of legacy airline services the two carriers enjoy significant brand loyalty. Although their selling fares obviously contribute to that popularity, in truth these services are as close to charter flights as you can get from a schedule airline.
\n
The Brazilian low-cost Azul Airlines’ long-haul services are essentially serving the diaspora communities in Florida and Portugal, providing an almost guaranteed level of business. But even so, these are very much opportunistic using a combination of A330s and are certainly none core to the airlines regional and domestic networks. Indeed, it is very unusual to see an airline operating some thirty ATRs and then mixing those with an A330s fleet; it may indeed explain the airlines desire to seek a merger with GOL this year.
\n
\n
Achieving Critical Mass Seems Part of The Challenge
\n
It’s always seemed that for long-haul airlines a key challenge has been to achieve a point of critical mass where they both have enough aircraft and a stable network with minimal seasonal churn to allow them to develop from a solid base. Looking at this year’s current schedules across the long-haul low-cost carriers (LCCs) and applying that 3,500 NM minimum sector length, only two airlines are operating more than 20 daily services, for many of the airlines the daily frequencies are in the low double digits.
\n
\n
Network churn has also been a challenge for some of the long-haul LCCs. Although all airlines must deal with seasonal demand, LCCs may be more exposed as price is a key sales tool and market stimulation essential. While Jetstar will make no changes to their route network this summer compared to the winter programme and Azul will only add their seasonal Oporto service, Norse will churn five new routes at the expense of dropping London Gatwick – Las Vegas and leasing out aircraft to IndiGo. For Norse developing long-haul low-cost services from Athens to New York (head to head with Emirates) and Los Angeles depending on US originating traffic, may have a whole new series of risk given recent developments and the spending power of the US Dollar.
\n
Ultimately Though It’s All About Costs
\n
The long-term success, or indeed survival, of a long-haul LCC hinges on maintaining the lowest possible costs. For many airlines seeking to operate in this sector is almost impossible after the early years as lease costs increase and overheads creep up for apparently no reason. Given the importance of cost control it is perhaps no surprise that those long-haul LCCs that have managed to survive, although not grow in many cases, are based in emergent markets where operating costs are typically lower than in the more developed markets of Western Europe and North America.
\n
Will Long-Haul Low Cost Disappear?
\n
While plenty of legacy airlines would like that to be the case, it’s very unlikely. Aviation is dynamic and even now with the challenges of aircraft supply there are always some spare aircraft available. With new markets always appearing, emergent markets, increased consumer wealth, and access to credit - someone will always see an opportunity and the barriers to market entry are increasingly low.
\n
The key question is how many of those airlines will themselves churn and how many will survive more than a decade in operation; that’s the challenge.
\n
","postEmailContent":"
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n","postSummaryRss":"
Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
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Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
\n\n
From the days of Laker Airways and People Express, plus other pioneers, the thought of low-cost long-haul travel has both excited and left travellers stranded around the globe. Various airlines at some time or other have collapsed, leaving legacy airlines quietly smiling as they rescue passengers with “special recovery fares”.
\n
As established low-cost airlines once again venture into the long-haul market and some ambitious new start-ups emerge, we’ve had another look at the market to identify any crucial insights that could influence a carrier's likelihood of success.
\n
Applying a notional minimum sector length of 3,400 nautical miles there are 14 airlines operating low-cost long-haul services this year. Out of these 14 only five have managed to operate since 2015 (see table below). Across the five “long-term survivors” each have very different ownership and operating structures, which explains their continued survival up to the present day.
\n
\n
\n
Family Membership Structures
\n
Jetstar Airways with a fleet of B787s fill a very important gap in the leisure and Visiting Friends and Relatives (VFR) market for the larger QANTAS Group where the mainline carrier concentrates on serving the premium business markets with their connectivity to major international markets. Both airlines compete head-to-head on a series of routes, and competition is particularly fierce to New Zealand with Auckland a key destination for both carriers. While the concept of two airlines owned by the same parent may seem strange there is clearly enough market for both Jetstar and Qantas to compete, and with very different pricing levels the two carriers are certainly competitive against each other.
\n
In many markets, it’s a well-practised strategy for an airline to develop their own low-cost brand as a means of differentiating product, network expansion, and deterring external competition, all while protecting the core business and higher revenues of the mainstream brand. In Europe, Lufthansa expanded the Germanwings network to fill that space, however the airline subsequently ceased operations. IAG have the LEVEL brand operating out of Barcelona to major VFR and leisure destinations such as Miami and Buenos Aires, although LEVEL only distribute and sell using the IB flight prefix of their parent company.
\n
Dual branding within an airline group makes commercial sense in most cases if the respective marketing departments can create sufficient differentiation in the brands and particularly in those soft areas such as personality and organisational culture.
\n
Scoot are another example of the family airline structure with the Singaporean airline fulfilling both the regional and longer-haul network requirements of the parent company Singapore Airlines. This year, the two airlines will compete across 21 routes including Bangkok, Kuala Lumpur, Jakarta, and Denpasar. These destinations are valuable for both connecting and leisure markets, making competition between the carriers inevitable. Scoot operate some 56 routes with a competitive Singapore Airlines dimension, with Ko Samui the largest. They also have a mixed fleet, like Jetstar, that works well across both their long-haul and short-haul sectors.
\n
\n
Opportunistic Non-Core Services
\n
It may be entrepreneurial spirit, or just a case of ‘in the right place at the right time’, but there is a small cluster of low-cost long-haul airlines that serve very specific markets:
\n
\n
Cebu Pacific and Lion Air are best known for their regional low-cost networks but also operate to the Middle East serving the religious and worker markets between the respective countries. With year-round demand and facing a wide selection of legacy airline services the two carriers enjoy significant brand loyalty. Although their selling fares obviously contribute to that popularity, in truth these services are as close to charter flights as you can get from a schedule airline.
\n
The Brazilian low-cost Azul Airlines’ long-haul services are essentially serving the diaspora communities in Florida and Portugal, providing an almost guaranteed level of business. But even so, these are very much opportunistic using a combination of A330s and are certainly none core to the airlines regional and domestic networks. Indeed, it is very unusual to see an airline operating some thirty ATRs and then mixing those with an A330s fleet; it may indeed explain the airlines desire to seek a merger with GOL this year.
\n
\n
Achieving Critical Mass Seems Part of The Challenge
\n
It’s always seemed that for long-haul airlines a key challenge has been to achieve a point of critical mass where they both have enough aircraft and a stable network with minimal seasonal churn to allow them to develop from a solid base. Looking at this year’s current schedules across the long-haul low-cost carriers (LCCs) and applying that 3,500 NM minimum sector length, only two airlines are operating more than 20 daily services, for many of the airlines the daily frequencies are in the low double digits.
\n
\n
Network churn has also been a challenge for some of the long-haul LCCs. Although all airlines must deal with seasonal demand, LCCs may be more exposed as price is a key sales tool and market stimulation essential. While Jetstar will make no changes to their route network this summer compared to the winter programme and Azul will only add their seasonal Oporto service, Norse will churn five new routes at the expense of dropping London Gatwick – Las Vegas and leasing out aircraft to IndiGo. For Norse developing long-haul low-cost services from Athens to New York (head to head with Emirates) and Los Angeles depending on US originating traffic, may have a whole new series of risk given recent developments and the spending power of the US Dollar.
\n
Ultimately Though It’s All About Costs
\n
The long-term success, or indeed survival, of a long-haul LCC hinges on maintaining the lowest possible costs. For many airlines seeking to operate in this sector is almost impossible after the early years as lease costs increase and overheads creep up for apparently no reason. Given the importance of cost control it is perhaps no surprise that those long-haul LCCs that have managed to survive, although not grow in many cases, are based in emergent markets where operating costs are typically lower than in the more developed markets of Western Europe and North America.
\n
Will Long-Haul Low Cost Disappear?
\n
While plenty of legacy airlines would like that to be the case, it’s very unlikely. Aviation is dynamic and even now with the challenges of aircraft supply there are always some spare aircraft available. With new markets always appearing, emergent markets, increased consumer wealth, and access to credit - someone will always see an opportunity and the barriers to market entry are increasingly low.
\n
The key question is how many of those airlines will themselves churn and how many will survive more than a decade in operation; that’s the challenge.
\n
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Is there a market for long-haul low-cost airlines? It’s a question that has been asked for at least a decade, and this question is likely to persist for another decade. And the answer: probably, but it depends where you are!
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February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n","post_body":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n\n
From personalized digital assistants to automation breakthroughs, AI continues to drive transformation across customer interactions, airline operations, and the traveler experience.
\n
This month’s OAG Airline-Tech Innovation Radar highlights three of the most exciting real-world innovation launches—showcasing how airlines, airports, and technology providers are putting AI and digital solutions to work in ways that have immediate, tangible impact.
\n
Let’s dive in, starting with Innovation #1, which explores how Generative AI is reshaping airline customer interactions.
\n
Innovation #1: Qatar Airways Takes Airline Customer Service to the Next Level
\n
Over the past few years, airline customer service has been under immense pressure—with long hotline wait times, limited self-service options, and chaotic airport service counters during flight disruptions fueling rising passenger frustration. While airlines cautiously experimented with AI-powered service tools throughout 2023, the past few months have marked a turning point.
\n
Generative AI is no longer an experiment—it’s becoming a core part of airline customer interactions.
\n
In just the past four weeks, several airlines have launched AI-powered chatbots and digital assistants to streamline customer service. Leading the charge is Qatar Airways, expanding the capabilities of its AI-powered virtual assistant, Sama, with emotionally aware AI and in-flight personalization.
\n
Here’s how it works:
\n
Qatar Airways introduced Sama last year as a holographic virtual assistant on its metaverse platform QVerse, mobile app, and website. Now, the airline has enhanced Sama with advanced AI capabilities, setting new standards for hyper-personalized travel experiences.
\n
\n
Sama can now interpret user emotions and recommend travel destinations based on subtle emotional cues, marking a breakthrough in emotionally aware AI that could transform how travelers discover and book trips.
\n
Business Class passengers can now browse menus through the Qatar Airways app, with Sama suggesting chef’s specials and dietary-specific options like vegetarian meals.
\n
\n
Why does this innovation stand out?
\n
Qatar Airways is pushing the boundaries of AI-powered airline experiences, combining Generative AI, emotional recognition, and holographic interfaces to redefine airline-customer interactions.
\n
While Qatar Airways is at the forefront, other airlines have also been doubling down on AI-driven service tools in the past month. Here are three examples:
\n
\n
SriLankan Airlines’ AI Chatbot “Yaana”: Powered by GPT-4, Yaana apparently handled 12,000 queries with an 88% autonomous resolution rate in just a few weeks, significantly easing the workload on human agents.
\n
Cebu Pacific’s24/7 AI Service Agent: The airline introduced its first-ever Generative AI-powered digital assistant, providing round-the-clock support for flight bookings, modifications, and travel document guidance.
\n
Virgin Australia is using AI for Call Centers and Self-Service: Virgin has integrated conversational AI into its contact centers, allowing passengers to digitally manage flight rebookings, though full details on its capabilities remain undisclosed.
\n
\n
What all these examples show: 2025 is shaping up to be the year AI goes from hype to real-world impact in Airline Tech.
While airlines are increasingly adopting AI-powered assistants within their own ecosystems, a major AI development outside the immediate airline sector could have big implications for how flights and travel services are booked in the near future.
\n
The big news? Amazon has unveiled Alexa+, a next-generation AI assistant powered by Generative AI, marking a major evolution from the pre-programmed Alexa voice assistant model of the past.
\n
This move positions Amazon alongside Google, OpenAI, and Meta in the race to build AI-driven personal assistants at scale, with Alexa+ promising to be significantly more conversational, smarter, and highly personalized compared to its predecessor.
\n
Here’s how it works:
\n
\n
Alexa+ is now powered by Generative AI, making it more intuitive and able to handle complex, multi-step tasks seamlessly.
\n
Alexa+ will remember context between different devices, allowing for fluid, ongoing conversations across Echo devices, phones, browsers, the Alexa app, and the new Alexa.com platform.
\n
\n
Why does this innovation stand out?
\n
The potential impact on travel booking could be significant. Alexa+ is not just a voice assistant—it is designed to work behind the scenes to coordinate multiple services at once, which is particularly relevant for trip planning.
\n
\n
For example, as Skift reported, Alexa+ could seamlessly book a flight, make a dinner reservation via OpenTable, arrange an Uber for a friend, and text them the details—all in a single, voice-activated interaction.
\n
Amazon is also strategically launching Alexa+ with several travel partners, including Booking Holdings (Priceline and OpenTable), Tripadvisor, and Uber. This integration means Alexa+ can directly access these platforms to complete travel-related requests, making it one of the most comprehensive AI-powered personal travel assistants yet.
\n
\n
Amazon’s competitive edge?
\n
Unlike other AI players, Amazon is rolling the service out at no additional cost for Prime members–an aggressive distribution move that could quickly scale adoption.
\n
What does this mean for the airline industry?
\n
While airlines are actively integrating AI-powered assistants into their own apps and websites, Amazon’s Alexa+ could become a powerful third-party interface for travel bookings.
\n
With its deep ecosystem and customer-first integrations, Amazon has a strong track record of making digital consumer tools feel more intuitive and frictionless than traditional airline and travel booking interfaces.
\n
Whether Alexa+ truly reshapes travel booking remains to be seen, but it signals a growing shift toward AI-driven, voice-first trip planning that airlines and travel brands will need to watch closely.
\n
\n
Innovation #3: Skyscanner Introduces A Smarter Way to Track Flight Price Reductions
\n
While AI has dominated recent Airline-Tech discussions, our final innovation of the month operates outside the AI space—but its impact on travelers should not be underestimated.
\n
The innovation? Skyscanner has launched DROPS, an app-exclusive feature that alerts users when flight prices drop by more than 20% compared to their lowest price in the past seven days.
\n
Here’s how it works:
\n
\n
DROPS constantly monitors flight prices and flags any price reductions exceeding 20%.
\n
It updates daily, ensuring travelers always have access to fresh price drops.
\n
Travelers receive automatic notifications, helping them seize deals without manually checking prices every day.
\n
\n
Why does this innovation stand out?
\n
The lack of price transparency in flight bookings is a long-standing frustration among many travelers. Airlines and travel platforms use dynamic pricing models that often leave customers uncertain about whether they’re truly getting the best deal.
\n
Skyscanner’s DROPS joins a growing wave of intuitive booking features aimed at solving this problem, much like:
\n
\n
Expedia’s “Flight Deals Feed” (introduced last month) provides a personalized deals overview from a user’s home airport.
\n
Google Flights' “Cheapest Option” filter (which we covered last year) simplifies flight comparisons by ranking the lowest fares upfront.
\n
\n
All these features reflect a clear industry trend—travel platforms are competing to offer smarter, more automated solutions to help travelers get more control and visibility over pricing.
\n
While AI-powered booking assistants (like Amazon’s Alexa+ and OpenAI’s Operator) may reshape trip planning in the long term, intelligent, data-driven pricing tools like DROPS address an immediate and practical need for travelers today.
\n
\n
Wrapping Up: Airline-Tech Innovation at Every Level
\n
We hope this month's edition served as a great reminder that innovation in Airline-Tech happens on multiple levels.
\n
From straightforward yet impactful deal-flagging tools to more disruptive AI-powered travel assistants that could reshape the airline distribution landscape, innovation comes in many forms—some refining existing processes, others redefining entire business models.
\n
As the pace of transformation accelerates, staying informed is more important than ever.
\n
That’s exactly what we’re here for. Each month, we track and analyze the most meaningful developments in Airline-Tech—so you don’t have to. We hope to see you again next month.
\n
Keep informed, and join the Travel Tech Insights Newsletter by OAG on LinkedIn here.
","rss_summary":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n","rss_body":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n\n
From personalized digital assistants to automation breakthroughs, AI continues to drive transformation across customer interactions, airline operations, and the traveler experience.
\n
This month’s OAG Airline-Tech Innovation Radar highlights three of the most exciting real-world innovation launches—showcasing how airlines, airports, and technology providers are putting AI and digital solutions to work in ways that have immediate, tangible impact.
\n
Let’s dive in, starting with Innovation #1, which explores how Generative AI is reshaping airline customer interactions.
\n
Innovation #1: Qatar Airways Takes Airline Customer Service to the Next Level
\n
Over the past few years, airline customer service has been under immense pressure—with long hotline wait times, limited self-service options, and chaotic airport service counters during flight disruptions fueling rising passenger frustration. While airlines cautiously experimented with AI-powered service tools throughout 2023, the past few months have marked a turning point.
\n
Generative AI is no longer an experiment—it’s becoming a core part of airline customer interactions.
\n
In just the past four weeks, several airlines have launched AI-powered chatbots and digital assistants to streamline customer service. Leading the charge is Qatar Airways, expanding the capabilities of its AI-powered virtual assistant, Sama, with emotionally aware AI and in-flight personalization.
\n
Here’s how it works:
\n
Qatar Airways introduced Sama last year as a holographic virtual assistant on its metaverse platform QVerse, mobile app, and website. Now, the airline has enhanced Sama with advanced AI capabilities, setting new standards for hyper-personalized travel experiences.
\n
\n
Sama can now interpret user emotions and recommend travel destinations based on subtle emotional cues, marking a breakthrough in emotionally aware AI that could transform how travelers discover and book trips.
\n
Business Class passengers can now browse menus through the Qatar Airways app, with Sama suggesting chef’s specials and dietary-specific options like vegetarian meals.
\n
\n
Why does this innovation stand out?
\n
Qatar Airways is pushing the boundaries of AI-powered airline experiences, combining Generative AI, emotional recognition, and holographic interfaces to redefine airline-customer interactions.
\n
While Qatar Airways is at the forefront, other airlines have also been doubling down on AI-driven service tools in the past month. Here are three examples:
\n
\n
SriLankan Airlines’ AI Chatbot “Yaana”: Powered by GPT-4, Yaana apparently handled 12,000 queries with an 88% autonomous resolution rate in just a few weeks, significantly easing the workload on human agents.
\n
Cebu Pacific’s24/7 AI Service Agent: The airline introduced its first-ever Generative AI-powered digital assistant, providing round-the-clock support for flight bookings, modifications, and travel document guidance.
\n
Virgin Australia is using AI for Call Centers and Self-Service: Virgin has integrated conversational AI into its contact centers, allowing passengers to digitally manage flight rebookings, though full details on its capabilities remain undisclosed.
\n
\n
What all these examples show: 2025 is shaping up to be the year AI goes from hype to real-world impact in Airline Tech.
While airlines are increasingly adopting AI-powered assistants within their own ecosystems, a major AI development outside the immediate airline sector could have big implications for how flights and travel services are booked in the near future.
\n
The big news? Amazon has unveiled Alexa+, a next-generation AI assistant powered by Generative AI, marking a major evolution from the pre-programmed Alexa voice assistant model of the past.
\n
This move positions Amazon alongside Google, OpenAI, and Meta in the race to build AI-driven personal assistants at scale, with Alexa+ promising to be significantly more conversational, smarter, and highly personalized compared to its predecessor.
\n
Here’s how it works:
\n
\n
Alexa+ is now powered by Generative AI, making it more intuitive and able to handle complex, multi-step tasks seamlessly.
\n
Alexa+ will remember context between different devices, allowing for fluid, ongoing conversations across Echo devices, phones, browsers, the Alexa app, and the new Alexa.com platform.
\n
\n
Why does this innovation stand out?
\n
The potential impact on travel booking could be significant. Alexa+ is not just a voice assistant—it is designed to work behind the scenes to coordinate multiple services at once, which is particularly relevant for trip planning.
\n
\n
For example, as Skift reported, Alexa+ could seamlessly book a flight, make a dinner reservation via OpenTable, arrange an Uber for a friend, and text them the details—all in a single, voice-activated interaction.
\n
Amazon is also strategically launching Alexa+ with several travel partners, including Booking Holdings (Priceline and OpenTable), Tripadvisor, and Uber. This integration means Alexa+ can directly access these platforms to complete travel-related requests, making it one of the most comprehensive AI-powered personal travel assistants yet.
\n
\n
Amazon’s competitive edge?
\n
Unlike other AI players, Amazon is rolling the service out at no additional cost for Prime members–an aggressive distribution move that could quickly scale adoption.
\n
What does this mean for the airline industry?
\n
While airlines are actively integrating AI-powered assistants into their own apps and websites, Amazon’s Alexa+ could become a powerful third-party interface for travel bookings.
\n
With its deep ecosystem and customer-first integrations, Amazon has a strong track record of making digital consumer tools feel more intuitive and frictionless than traditional airline and travel booking interfaces.
\n
Whether Alexa+ truly reshapes travel booking remains to be seen, but it signals a growing shift toward AI-driven, voice-first trip planning that airlines and travel brands will need to watch closely.
\n
\n
Innovation #3: Skyscanner Introduces A Smarter Way to Track Flight Price Reductions
\n
While AI has dominated recent Airline-Tech discussions, our final innovation of the month operates outside the AI space—but its impact on travelers should not be underestimated.
\n
The innovation? Skyscanner has launched DROPS, an app-exclusive feature that alerts users when flight prices drop by more than 20% compared to their lowest price in the past seven days.
\n
Here’s how it works:
\n
\n
DROPS constantly monitors flight prices and flags any price reductions exceeding 20%.
\n
It updates daily, ensuring travelers always have access to fresh price drops.
\n
Travelers receive automatic notifications, helping them seize deals without manually checking prices every day.
\n
\n
Why does this innovation stand out?
\n
The lack of price transparency in flight bookings is a long-standing frustration among many travelers. Airlines and travel platforms use dynamic pricing models that often leave customers uncertain about whether they’re truly getting the best deal.
\n
Skyscanner’s DROPS joins a growing wave of intuitive booking features aimed at solving this problem, much like:
\n
\n
Expedia’s “Flight Deals Feed” (introduced last month) provides a personalized deals overview from a user’s home airport.
\n
Google Flights' “Cheapest Option” filter (which we covered last year) simplifies flight comparisons by ranking the lowest fares upfront.
\n
\n
All these features reflect a clear industry trend—travel platforms are competing to offer smarter, more automated solutions to help travelers get more control and visibility over pricing.
\n
While AI-powered booking assistants (like Amazon’s Alexa+ and OpenAI’s Operator) may reshape trip planning in the long term, intelligent, data-driven pricing tools like DROPS address an immediate and practical need for travelers today.
\n
\n
Wrapping Up: Airline-Tech Innovation at Every Level
\n
We hope this month's edition served as a great reminder that innovation in Airline-Tech happens on multiple levels.
\n
From straightforward yet impactful deal-flagging tools to more disruptive AI-powered travel assistants that could reshape the airline distribution landscape, innovation comes in many forms—some refining existing processes, others redefining entire business models.
\n
As the pace of transformation accelerates, staying informed is more important than ever.
\n
That’s exactly what we’re here for. Each month, we track and analyze the most meaningful developments in Airline-Tech—so you don’t have to. We hope to see you again next month.
\n
Keep informed, and join the Travel Tech Insights Newsletter by OAG on LinkedIn here.
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February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n\n
From personalized digital assistants to automation breakthroughs, AI continues to drive transformation across customer interactions, airline operations, and the traveler experience.
\n
This month’s OAG Airline-Tech Innovation Radar highlights three of the most exciting real-world innovation launches—showcasing how airlines, airports, and technology providers are putting AI and digital solutions to work in ways that have immediate, tangible impact.
\n
Let’s dive in, starting with Innovation #1, which explores how Generative AI is reshaping airline customer interactions.
\n
Innovation #1: Qatar Airways Takes Airline Customer Service to the Next Level
\n
Over the past few years, airline customer service has been under immense pressure—with long hotline wait times, limited self-service options, and chaotic airport service counters during flight disruptions fueling rising passenger frustration. While airlines cautiously experimented with AI-powered service tools throughout 2023, the past few months have marked a turning point.
\n
Generative AI is no longer an experiment—it’s becoming a core part of airline customer interactions.
\n
In just the past four weeks, several airlines have launched AI-powered chatbots and digital assistants to streamline customer service. Leading the charge is Qatar Airways, expanding the capabilities of its AI-powered virtual assistant, Sama, with emotionally aware AI and in-flight personalization.
\n
Here’s how it works:
\n
Qatar Airways introduced Sama last year as a holographic virtual assistant on its metaverse platform QVerse, mobile app, and website. Now, the airline has enhanced Sama with advanced AI capabilities, setting new standards for hyper-personalized travel experiences.
\n
\n
Sama can now interpret user emotions and recommend travel destinations based on subtle emotional cues, marking a breakthrough in emotionally aware AI that could transform how travelers discover and book trips.
\n
Business Class passengers can now browse menus through the Qatar Airways app, with Sama suggesting chef’s specials and dietary-specific options like vegetarian meals.
\n
\n
Why does this innovation stand out?
\n
Qatar Airways is pushing the boundaries of AI-powered airline experiences, combining Generative AI, emotional recognition, and holographic interfaces to redefine airline-customer interactions.
\n
While Qatar Airways is at the forefront, other airlines have also been doubling down on AI-driven service tools in the past month. Here are three examples:
\n
\n
SriLankan Airlines’ AI Chatbot “Yaana”: Powered by GPT-4, Yaana apparently handled 12,000 queries with an 88% autonomous resolution rate in just a few weeks, significantly easing the workload on human agents.
\n
Cebu Pacific’s24/7 AI Service Agent: The airline introduced its first-ever Generative AI-powered digital assistant, providing round-the-clock support for flight bookings, modifications, and travel document guidance.
\n
Virgin Australia is using AI for Call Centers and Self-Service: Virgin has integrated conversational AI into its contact centers, allowing passengers to digitally manage flight rebookings, though full details on its capabilities remain undisclosed.
\n
\n
What all these examples show: 2025 is shaping up to be the year AI goes from hype to real-world impact in Airline Tech.
While airlines are increasingly adopting AI-powered assistants within their own ecosystems, a major AI development outside the immediate airline sector could have big implications for how flights and travel services are booked in the near future.
\n
The big news? Amazon has unveiled Alexa+, a next-generation AI assistant powered by Generative AI, marking a major evolution from the pre-programmed Alexa voice assistant model of the past.
\n
This move positions Amazon alongside Google, OpenAI, and Meta in the race to build AI-driven personal assistants at scale, with Alexa+ promising to be significantly more conversational, smarter, and highly personalized compared to its predecessor.
\n
Here’s how it works:
\n
\n
Alexa+ is now powered by Generative AI, making it more intuitive and able to handle complex, multi-step tasks seamlessly.
\n
Alexa+ will remember context between different devices, allowing for fluid, ongoing conversations across Echo devices, phones, browsers, the Alexa app, and the new Alexa.com platform.
\n
\n
Why does this innovation stand out?
\n
The potential impact on travel booking could be significant. Alexa+ is not just a voice assistant—it is designed to work behind the scenes to coordinate multiple services at once, which is particularly relevant for trip planning.
\n
\n
For example, as Skift reported, Alexa+ could seamlessly book a flight, make a dinner reservation via OpenTable, arrange an Uber for a friend, and text them the details—all in a single, voice-activated interaction.
\n
Amazon is also strategically launching Alexa+ with several travel partners, including Booking Holdings (Priceline and OpenTable), Tripadvisor, and Uber. This integration means Alexa+ can directly access these platforms to complete travel-related requests, making it one of the most comprehensive AI-powered personal travel assistants yet.
\n
\n
Amazon’s competitive edge?
\n
Unlike other AI players, Amazon is rolling the service out at no additional cost for Prime members–an aggressive distribution move that could quickly scale adoption.
\n
What does this mean for the airline industry?
\n
While airlines are actively integrating AI-powered assistants into their own apps and websites, Amazon’s Alexa+ could become a powerful third-party interface for travel bookings.
\n
With its deep ecosystem and customer-first integrations, Amazon has a strong track record of making digital consumer tools feel more intuitive and frictionless than traditional airline and travel booking interfaces.
\n
Whether Alexa+ truly reshapes travel booking remains to be seen, but it signals a growing shift toward AI-driven, voice-first trip planning that airlines and travel brands will need to watch closely.
\n
\n
Innovation #3: Skyscanner Introduces A Smarter Way to Track Flight Price Reductions
\n
While AI has dominated recent Airline-Tech discussions, our final innovation of the month operates outside the AI space—but its impact on travelers should not be underestimated.
\n
The innovation? Skyscanner has launched DROPS, an app-exclusive feature that alerts users when flight prices drop by more than 20% compared to their lowest price in the past seven days.
\n
Here’s how it works:
\n
\n
DROPS constantly monitors flight prices and flags any price reductions exceeding 20%.
\n
It updates daily, ensuring travelers always have access to fresh price drops.
\n
Travelers receive automatic notifications, helping them seize deals without manually checking prices every day.
\n
\n
Why does this innovation stand out?
\n
The lack of price transparency in flight bookings is a long-standing frustration among many travelers. Airlines and travel platforms use dynamic pricing models that often leave customers uncertain about whether they’re truly getting the best deal.
\n
Skyscanner’s DROPS joins a growing wave of intuitive booking features aimed at solving this problem, much like:
\n
\n
Expedia’s “Flight Deals Feed” (introduced last month) provides a personalized deals overview from a user’s home airport.
\n
Google Flights' “Cheapest Option” filter (which we covered last year) simplifies flight comparisons by ranking the lowest fares upfront.
\n
\n
All these features reflect a clear industry trend—travel platforms are competing to offer smarter, more automated solutions to help travelers get more control and visibility over pricing.
\n
While AI-powered booking assistants (like Amazon’s Alexa+ and OpenAI’s Operator) may reshape trip planning in the long term, intelligent, data-driven pricing tools like DROPS address an immediate and practical need for travelers today.
\n
\n
Wrapping Up: Airline-Tech Innovation at Every Level
\n
We hope this month's edition served as a great reminder that innovation in Airline-Tech happens on multiple levels.
\n
From straightforward yet impactful deal-flagging tools to more disruptive AI-powered travel assistants that could reshape the airline distribution landscape, innovation comes in many forms—some refining existing processes, others redefining entire business models.
\n
As the pace of transformation accelerates, staying informed is more important than ever.
\n
That’s exactly what we’re here for. Each month, we track and analyze the most meaningful developments in Airline-Tech—so you don’t have to. We hope to see you again next month.
\n
Keep informed, and join the Travel Tech Insights Newsletter by OAG on LinkedIn here.
","postBodyRss":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n\n
From personalized digital assistants to automation breakthroughs, AI continues to drive transformation across customer interactions, airline operations, and the traveler experience.
\n
This month’s OAG Airline-Tech Innovation Radar highlights three of the most exciting real-world innovation launches—showcasing how airlines, airports, and technology providers are putting AI and digital solutions to work in ways that have immediate, tangible impact.
\n
Let’s dive in, starting with Innovation #1, which explores how Generative AI is reshaping airline customer interactions.
\n
Innovation #1: Qatar Airways Takes Airline Customer Service to the Next Level
\n
Over the past few years, airline customer service has been under immense pressure—with long hotline wait times, limited self-service options, and chaotic airport service counters during flight disruptions fueling rising passenger frustration. While airlines cautiously experimented with AI-powered service tools throughout 2023, the past few months have marked a turning point.
\n
Generative AI is no longer an experiment—it’s becoming a core part of airline customer interactions.
\n
In just the past four weeks, several airlines have launched AI-powered chatbots and digital assistants to streamline customer service. Leading the charge is Qatar Airways, expanding the capabilities of its AI-powered virtual assistant, Sama, with emotionally aware AI and in-flight personalization.
\n
Here’s how it works:
\n
Qatar Airways introduced Sama last year as a holographic virtual assistant on its metaverse platform QVerse, mobile app, and website. Now, the airline has enhanced Sama with advanced AI capabilities, setting new standards for hyper-personalized travel experiences.
\n
\n
Sama can now interpret user emotions and recommend travel destinations based on subtle emotional cues, marking a breakthrough in emotionally aware AI that could transform how travelers discover and book trips.
\n
Business Class passengers can now browse menus through the Qatar Airways app, with Sama suggesting chef’s specials and dietary-specific options like vegetarian meals.
\n
\n
Why does this innovation stand out?
\n
Qatar Airways is pushing the boundaries of AI-powered airline experiences, combining Generative AI, emotional recognition, and holographic interfaces to redefine airline-customer interactions.
\n
While Qatar Airways is at the forefront, other airlines have also been doubling down on AI-driven service tools in the past month. Here are three examples:
\n
\n
SriLankan Airlines’ AI Chatbot “Yaana”: Powered by GPT-4, Yaana apparently handled 12,000 queries with an 88% autonomous resolution rate in just a few weeks, significantly easing the workload on human agents.
\n
Cebu Pacific’s24/7 AI Service Agent: The airline introduced its first-ever Generative AI-powered digital assistant, providing round-the-clock support for flight bookings, modifications, and travel document guidance.
\n
Virgin Australia is using AI for Call Centers and Self-Service: Virgin has integrated conversational AI into its contact centers, allowing passengers to digitally manage flight rebookings, though full details on its capabilities remain undisclosed.
\n
\n
What all these examples show: 2025 is shaping up to be the year AI goes from hype to real-world impact in Airline Tech.
While airlines are increasingly adopting AI-powered assistants within their own ecosystems, a major AI development outside the immediate airline sector could have big implications for how flights and travel services are booked in the near future.
\n
The big news? Amazon has unveiled Alexa+, a next-generation AI assistant powered by Generative AI, marking a major evolution from the pre-programmed Alexa voice assistant model of the past.
\n
This move positions Amazon alongside Google, OpenAI, and Meta in the race to build AI-driven personal assistants at scale, with Alexa+ promising to be significantly more conversational, smarter, and highly personalized compared to its predecessor.
\n
Here’s how it works:
\n
\n
Alexa+ is now powered by Generative AI, making it more intuitive and able to handle complex, multi-step tasks seamlessly.
\n
Alexa+ will remember context between different devices, allowing for fluid, ongoing conversations across Echo devices, phones, browsers, the Alexa app, and the new Alexa.com platform.
\n
\n
Why does this innovation stand out?
\n
The potential impact on travel booking could be significant. Alexa+ is not just a voice assistant—it is designed to work behind the scenes to coordinate multiple services at once, which is particularly relevant for trip planning.
\n
\n
For example, as Skift reported, Alexa+ could seamlessly book a flight, make a dinner reservation via OpenTable, arrange an Uber for a friend, and text them the details—all in a single, voice-activated interaction.
\n
Amazon is also strategically launching Alexa+ with several travel partners, including Booking Holdings (Priceline and OpenTable), Tripadvisor, and Uber. This integration means Alexa+ can directly access these platforms to complete travel-related requests, making it one of the most comprehensive AI-powered personal travel assistants yet.
\n
\n
Amazon’s competitive edge?
\n
Unlike other AI players, Amazon is rolling the service out at no additional cost for Prime members–an aggressive distribution move that could quickly scale adoption.
\n
What does this mean for the airline industry?
\n
While airlines are actively integrating AI-powered assistants into their own apps and websites, Amazon’s Alexa+ could become a powerful third-party interface for travel bookings.
\n
With its deep ecosystem and customer-first integrations, Amazon has a strong track record of making digital consumer tools feel more intuitive and frictionless than traditional airline and travel booking interfaces.
\n
Whether Alexa+ truly reshapes travel booking remains to be seen, but it signals a growing shift toward AI-driven, voice-first trip planning that airlines and travel brands will need to watch closely.
\n
\n
Innovation #3: Skyscanner Introduces A Smarter Way to Track Flight Price Reductions
\n
While AI has dominated recent Airline-Tech discussions, our final innovation of the month operates outside the AI space—but its impact on travelers should not be underestimated.
\n
The innovation? Skyscanner has launched DROPS, an app-exclusive feature that alerts users when flight prices drop by more than 20% compared to their lowest price in the past seven days.
\n
Here’s how it works:
\n
\n
DROPS constantly monitors flight prices and flags any price reductions exceeding 20%.
\n
It updates daily, ensuring travelers always have access to fresh price drops.
\n
Travelers receive automatic notifications, helping them seize deals without manually checking prices every day.
\n
\n
Why does this innovation stand out?
\n
The lack of price transparency in flight bookings is a long-standing frustration among many travelers. Airlines and travel platforms use dynamic pricing models that often leave customers uncertain about whether they’re truly getting the best deal.
\n
Skyscanner’s DROPS joins a growing wave of intuitive booking features aimed at solving this problem, much like:
\n
\n
Expedia’s “Flight Deals Feed” (introduced last month) provides a personalized deals overview from a user’s home airport.
\n
Google Flights' “Cheapest Option” filter (which we covered last year) simplifies flight comparisons by ranking the lowest fares upfront.
\n
\n
All these features reflect a clear industry trend—travel platforms are competing to offer smarter, more automated solutions to help travelers get more control and visibility over pricing.
\n
While AI-powered booking assistants (like Amazon’s Alexa+ and OpenAI’s Operator) may reshape trip planning in the long term, intelligent, data-driven pricing tools like DROPS address an immediate and practical need for travelers today.
\n
\n
Wrapping Up: Airline-Tech Innovation at Every Level
\n
We hope this month's edition served as a great reminder that innovation in Airline-Tech happens on multiple levels.
\n
From straightforward yet impactful deal-flagging tools to more disruptive AI-powered travel assistants that could reshape the airline distribution landscape, innovation comes in many forms—some refining existing processes, others redefining entire business models.
\n
As the pace of transformation accelerates, staying informed is more important than ever.
\n
That’s exactly what we’re here for. Each month, we track and analyze the most meaningful developments in Airline-Tech—so you don’t have to. We hope to see you again next month.
\n
Keep informed, and join the Travel Tech Insights Newsletter by OAG on LinkedIn here.
","postEmailContent":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n","postSummaryRss":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"TwHkiZYb","previousPostFeaturedImage":"https://www.oag.com/hubfs/LCC%20blog%20image.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Long-Haul Low-Cost Airlines: Why Can They Succeed in Some Markets but Fail in Others?","previousPostSlug":"blog/what-makes-a-long-haul-low-cost-airline-succeed-or-fail","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1741597201000,"publishDateLocalTime":1741597201000,"publishDateLocalized":{"date":1741597201000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1741597201380,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/three-airline-tech-innovations-to-watch-in-march-2025","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
\n\n
From personalized digital assistants to automation breakthroughs, AI continues to drive transformation across customer interactions, airline operations, and the traveler experience.
\n
This month’s OAG Airline-Tech Innovation Radar highlights three of the most exciting real-world innovation launches—showcasing how airlines, airports, and technology providers are putting AI and digital solutions to work in ways that have immediate, tangible impact.
\n
Let’s dive in, starting with Innovation #1, which explores how Generative AI is reshaping airline customer interactions.
\n
Innovation #1: Qatar Airways Takes Airline Customer Service to the Next Level
\n
Over the past few years, airline customer service has been under immense pressure—with long hotline wait times, limited self-service options, and chaotic airport service counters during flight disruptions fueling rising passenger frustration. While airlines cautiously experimented with AI-powered service tools throughout 2023, the past few months have marked a turning point.
\n
Generative AI is no longer an experiment—it’s becoming a core part of airline customer interactions.
\n
In just the past four weeks, several airlines have launched AI-powered chatbots and digital assistants to streamline customer service. Leading the charge is Qatar Airways, expanding the capabilities of its AI-powered virtual assistant, Sama, with emotionally aware AI and in-flight personalization.
\n
Here’s how it works:
\n
Qatar Airways introduced Sama last year as a holographic virtual assistant on its metaverse platform QVerse, mobile app, and website. Now, the airline has enhanced Sama with advanced AI capabilities, setting new standards for hyper-personalized travel experiences.
\n
\n
Sama can now interpret user emotions and recommend travel destinations based on subtle emotional cues, marking a breakthrough in emotionally aware AI that could transform how travelers discover and book trips.
\n
Business Class passengers can now browse menus through the Qatar Airways app, with Sama suggesting chef’s specials and dietary-specific options like vegetarian meals.
\n
\n
Why does this innovation stand out?
\n
Qatar Airways is pushing the boundaries of AI-powered airline experiences, combining Generative AI, emotional recognition, and holographic interfaces to redefine airline-customer interactions.
\n
While Qatar Airways is at the forefront, other airlines have also been doubling down on AI-driven service tools in the past month. Here are three examples:
\n
\n
SriLankan Airlines’ AI Chatbot “Yaana”: Powered by GPT-4, Yaana apparently handled 12,000 queries with an 88% autonomous resolution rate in just a few weeks, significantly easing the workload on human agents.
\n
Cebu Pacific’s24/7 AI Service Agent: The airline introduced its first-ever Generative AI-powered digital assistant, providing round-the-clock support for flight bookings, modifications, and travel document guidance.
\n
Virgin Australia is using AI for Call Centers and Self-Service: Virgin has integrated conversational AI into its contact centers, allowing passengers to digitally manage flight rebookings, though full details on its capabilities remain undisclosed.
\n
\n
What all these examples show: 2025 is shaping up to be the year AI goes from hype to real-world impact in Airline Tech.
While airlines are increasingly adopting AI-powered assistants within their own ecosystems, a major AI development outside the immediate airline sector could have big implications for how flights and travel services are booked in the near future.
\n
The big news? Amazon has unveiled Alexa+, a next-generation AI assistant powered by Generative AI, marking a major evolution from the pre-programmed Alexa voice assistant model of the past.
\n
This move positions Amazon alongside Google, OpenAI, and Meta in the race to build AI-driven personal assistants at scale, with Alexa+ promising to be significantly more conversational, smarter, and highly personalized compared to its predecessor.
\n
Here’s how it works:
\n
\n
Alexa+ is now powered by Generative AI, making it more intuitive and able to handle complex, multi-step tasks seamlessly.
\n
Alexa+ will remember context between different devices, allowing for fluid, ongoing conversations across Echo devices, phones, browsers, the Alexa app, and the new Alexa.com platform.
\n
\n
Why does this innovation stand out?
\n
The potential impact on travel booking could be significant. Alexa+ is not just a voice assistant—it is designed to work behind the scenes to coordinate multiple services at once, which is particularly relevant for trip planning.
\n
\n
For example, as Skift reported, Alexa+ could seamlessly book a flight, make a dinner reservation via OpenTable, arrange an Uber for a friend, and text them the details—all in a single, voice-activated interaction.
\n
Amazon is also strategically launching Alexa+ with several travel partners, including Booking Holdings (Priceline and OpenTable), Tripadvisor, and Uber. This integration means Alexa+ can directly access these platforms to complete travel-related requests, making it one of the most comprehensive AI-powered personal travel assistants yet.
\n
\n
Amazon’s competitive edge?
\n
Unlike other AI players, Amazon is rolling the service out at no additional cost for Prime members–an aggressive distribution move that could quickly scale adoption.
\n
What does this mean for the airline industry?
\n
While airlines are actively integrating AI-powered assistants into their own apps and websites, Amazon’s Alexa+ could become a powerful third-party interface for travel bookings.
\n
With its deep ecosystem and customer-first integrations, Amazon has a strong track record of making digital consumer tools feel more intuitive and frictionless than traditional airline and travel booking interfaces.
\n
Whether Alexa+ truly reshapes travel booking remains to be seen, but it signals a growing shift toward AI-driven, voice-first trip planning that airlines and travel brands will need to watch closely.
\n
\n
Innovation #3: Skyscanner Introduces A Smarter Way to Track Flight Price Reductions
\n
While AI has dominated recent Airline-Tech discussions, our final innovation of the month operates outside the AI space—but its impact on travelers should not be underestimated.
\n
The innovation? Skyscanner has launched DROPS, an app-exclusive feature that alerts users when flight prices drop by more than 20% compared to their lowest price in the past seven days.
\n
Here’s how it works:
\n
\n
DROPS constantly monitors flight prices and flags any price reductions exceeding 20%.
\n
It updates daily, ensuring travelers always have access to fresh price drops.
\n
Travelers receive automatic notifications, helping them seize deals without manually checking prices every day.
\n
\n
Why does this innovation stand out?
\n
The lack of price transparency in flight bookings is a long-standing frustration among many travelers. Airlines and travel platforms use dynamic pricing models that often leave customers uncertain about whether they’re truly getting the best deal.
\n
Skyscanner’s DROPS joins a growing wave of intuitive booking features aimed at solving this problem, much like:
\n
\n
Expedia’s “Flight Deals Feed” (introduced last month) provides a personalized deals overview from a user’s home airport.
\n
Google Flights' “Cheapest Option” filter (which we covered last year) simplifies flight comparisons by ranking the lowest fares upfront.
\n
\n
All these features reflect a clear industry trend—travel platforms are competing to offer smarter, more automated solutions to help travelers get more control and visibility over pricing.
\n
While AI-powered booking assistants (like Amazon’s Alexa+ and OpenAI’s Operator) may reshape trip planning in the long term, intelligent, data-driven pricing tools like DROPS address an immediate and practical need for travelers today.
\n
\n
Wrapping Up: Airline-Tech Innovation at Every Level
\n
We hope this month's edition served as a great reminder that innovation in Airline-Tech happens on multiple levels.
\n
From straightforward yet impactful deal-flagging tools to more disruptive AI-powered travel assistants that could reshape the airline distribution landscape, innovation comes in many forms—some refining existing processes, others redefining entire business models.
\n
As the pace of transformation accelerates, staying informed is more important than ever.
\n
That’s exactly what we’re here for. Each month, we track and analyze the most meaningful developments in Airline-Tech—so you don’t have to. We hope to see you again next month.
\n
Keep informed, and join the Travel Tech Insights Newsletter by OAG on LinkedIn here.
","rssSummary":"
February may have been the shortest month of the year, but that didn’t mean fewer innovations were launched in the airline industry—quite the opposite. Airline innovation is back at full steam, and if one trend has dominated recent developments, it’s the unstoppable momentum of AI.
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Aviation Market: Returning To Something Very Different | Aviation Market Analysis","id":186956674854,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstanceLayoutPage":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"Ukraine Aviation Market: Returning To Something Very Different","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":"","listTemplate":"generated_layouts/66381677173.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"html_title":"Ukraine Aviation Market: Returning To Something Very Different | Aviation Market 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As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
","rss_body":"
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
\n
\n
Ukraine’s aviation landscape is likely to be very different from when scheduled services ceased in April 2023. At that time just 36 flights operated before hostilities prevented any further safe operations from commercial airlines. During the past three years, the whole aviation industry has undergone significant change, but for a country that lost all its scheduled services any recovery and future landscape starts with a blank piece of paper on which various parties will make a claim. However, before exploring what lies ahead, a quick look at the past gives us an idea of what the aviation payoff could be worth.
\n
A Significant Market In 2019
\n
With nearly 15 million departing seats in 2019 Ukraine ranked 20th across all European markets, below Finland but ahead of Romania, and had doubled in size since 2010 when only 6.5 million seats were on offer. Ukraine had become a popular and fast-growing market and the key operating metrics for 2019 outlined in the table below show just how the market had been shaping up.
\n
\n
\n
In 2019, the market was in a period of transition with legacy airlines maintaining a very strong share relative to other European markets, but with scope for rapid transformation in the coming years. While Wizz Air were the second-largest carrier in the market with an 8% share of capacity and Ryanair had less than a 5% share, the dominant carrier remained Ukraine International Airlines, operating around one-third of all capacity and serving long-haul destinations such as New York and Bangkok, with up to five weekly flights to both. Indeed, for the budget conscious traveller Ukraine International had some of the most competitive prices from Western Europe to Thailand, although connections could be lengthy.
\n
For legacy airlines, Ukraine was a valuable source of both local and connecting traffic with Turkish Airlines alone generating approx. US$45 million of revenues and Lufthansa a very respectable US$31 million and the collective Lufthansa group some US$53 million, which would make them the largest non-domiciled airline in the market. Allowing for the inevitable rush back to the market that we have seen on similar occasions around the world, potentially Ukraine could by the end of this year be attracting the attention of both the historic and new airline operators - but just how will that look?
It’s highly likely that the new market in Ukraine will look very different to that of 2019, due to altered geography and, more importantly, potential airline and aircraft availability.
\n
The immediate catalyst for a recovery will come from the low-cost sector with both Wizz Air and Ryanair already putting markers into the ground around relaunching services. Ryanair have claimed that they will launch services from Kyiv and Lviv within six weeks of a cease fire agreement, reallocating aircraft from their Stansted and Orly bases. Meanwhile, and perhaps not quite so aggressively given their on-going engine supply issues, Wizz Air claim that they will have introduced some 60 routes from both Kyiv and Lviv within six months. While first mover advantage will be important for either airline the broader message is that, not surprisingly, the new Ukraine market will have a much larger low-cost carrier (LCC) share of capacity than we saw in 2019. Importantly, much of that capacity will involve based aircraft and local employment which will in turn generate wider economic activity. While we can only speculate, a LCC share of 40% would not be unreasonable once the market has settled, marking a significant shift from the previous split.
\n
Amongst the legacy carrier group, Turkish Airlines will be back in the market as quickly as they can, although they too are struggling with fleet and supply chain issues. The lure of connecting traffic - particularly to some of the longer haul markets such as the United States and Canada - will be too valuable to ignore. Alongside the historic legacy carriers operating to Ukraine expect the big Middle East airlines to start showing an interest in the market before the end of 2025 (if they can find the capacity).
\n
All of which leaves a big question mark around Ukraine International and if, or how, they could return to the market. Indeed, does Ukraine need a national airline?
\n
Room For a National Airline
\n
For a national carrier in 2019, Ukraine International were a relatively successful airline making a net profit of some US$69 million, although in the previous two years the carrier had lost US$106 million. Importantly the airline connected the country to key trading partners and diaspora communities around the world while generating some interesting sixth freedom revenue flows. In 2019, 2.6 million passengers were estimated to have connected over Kyiv with an estimated revenue generation of over US$661. Interestingly, the single largest sixth freedom traffic flow in 2019 for Ukraine International was between Tel Aviv and New York with US$31 million of revenues lost that are unlikely to ever return.
\n
Financing a Ukraine International Airlines Mk2 would be an expensive task amongst many other more pressing priorities, especially when - as with any new airline - the initial losses of a new carrier will be a further drain on hard cash. Sadly, it is therefore unlikely that a national carrier will emerge as part of the ceasefire, and with two of Europe’s lowest cost airlines hovering around already, will the new market either have space or want a locally based legacy airline? Probably not.
\n
The Winners & Losers
\n
Ukraine’s new aviation market will look very different from 2019 and as in many other markets that have emerged in recent times, the low-cost airlines will be the winners and in many ways that is not a bad thing. Locally based aircraft, local jobs, rapid connectivity to major markets and creative thinking to stimulate new markets will all help stimulate the wider economic regeneration required.
\n
Unfortunately, while the established non-domiciled legacy airlines will re-enter the market as quickly as aircraft availability allows, the once national airline’s global reach feels like a distant memory in a very different world.
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
\n
\n
Ukraine’s aviation landscape is likely to be very different from when scheduled services ceased in April 2023. At that time just 36 flights operated before hostilities prevented any further safe operations from commercial airlines. During the past three years, the whole aviation industry has undergone significant change, but for a country that lost all its scheduled services any recovery and future landscape starts with a blank piece of paper on which various parties will make a claim. However, before exploring what lies ahead, a quick look at the past gives us an idea of what the aviation payoff could be worth.
\n
A Significant Market In 2019
\n
With nearly 15 million departing seats in 2019 Ukraine ranked 20th across all European markets, below Finland but ahead of Romania, and had doubled in size since 2010 when only 6.5 million seats were on offer. Ukraine had become a popular and fast-growing market and the key operating metrics for 2019 outlined in the table below show just how the market had been shaping up.
\n
\n
\n
In 2019, the market was in a period of transition with legacy airlines maintaining a very strong share relative to other European markets, but with scope for rapid transformation in the coming years. While Wizz Air were the second-largest carrier in the market with an 8% share of capacity and Ryanair had less than a 5% share, the dominant carrier remained Ukraine International Airlines, operating around one-third of all capacity and serving long-haul destinations such as New York and Bangkok, with up to five weekly flights to both. Indeed, for the budget conscious traveller Ukraine International had some of the most competitive prices from Western Europe to Thailand, although connections could be lengthy.
\n
For legacy airlines, Ukraine was a valuable source of both local and connecting traffic with Turkish Airlines alone generating approx. US$45 million of revenues and Lufthansa a very respectable US$31 million and the collective Lufthansa group some US$53 million, which would make them the largest non-domiciled airline in the market. Allowing for the inevitable rush back to the market that we have seen on similar occasions around the world, potentially Ukraine could by the end of this year be attracting the attention of both the historic and new airline operators - but just how will that look?
It’s highly likely that the new market in Ukraine will look very different to that of 2019, due to altered geography and, more importantly, potential airline and aircraft availability.
\n
The immediate catalyst for a recovery will come from the low-cost sector with both Wizz Air and Ryanair already putting markers into the ground around relaunching services. Ryanair have claimed that they will launch services from Kyiv and Lviv within six weeks of a cease fire agreement, reallocating aircraft from their Stansted and Orly bases. Meanwhile, and perhaps not quite so aggressively given their on-going engine supply issues, Wizz Air claim that they will have introduced some 60 routes from both Kyiv and Lviv within six months. While first mover advantage will be important for either airline the broader message is that, not surprisingly, the new Ukraine market will have a much larger low-cost carrier (LCC) share of capacity than we saw in 2019. Importantly, much of that capacity will involve based aircraft and local employment which will in turn generate wider economic activity. While we can only speculate, a LCC share of 40% would not be unreasonable once the market has settled, marking a significant shift from the previous split.
\n
Amongst the legacy carrier group, Turkish Airlines will be back in the market as quickly as they can, although they too are struggling with fleet and supply chain issues. The lure of connecting traffic - particularly to some of the longer haul markets such as the United States and Canada - will be too valuable to ignore. Alongside the historic legacy carriers operating to Ukraine expect the big Middle East airlines to start showing an interest in the market before the end of 2025 (if they can find the capacity).
\n
All of which leaves a big question mark around Ukraine International and if, or how, they could return to the market. Indeed, does Ukraine need a national airline?
\n
Room For a National Airline
\n
For a national carrier in 2019, Ukraine International were a relatively successful airline making a net profit of some US$69 million, although in the previous two years the carrier had lost US$106 million. Importantly the airline connected the country to key trading partners and diaspora communities around the world while generating some interesting sixth freedom revenue flows. In 2019, 2.6 million passengers were estimated to have connected over Kyiv with an estimated revenue generation of over US$661. Interestingly, the single largest sixth freedom traffic flow in 2019 for Ukraine International was between Tel Aviv and New York with US$31 million of revenues lost that are unlikely to ever return.
\n
Financing a Ukraine International Airlines Mk2 would be an expensive task amongst many other more pressing priorities, especially when - as with any new airline - the initial losses of a new carrier will be a further drain on hard cash. Sadly, it is therefore unlikely that a national carrier will emerge as part of the ceasefire, and with two of Europe’s lowest cost airlines hovering around already, will the new market either have space or want a locally based legacy airline? Probably not.
\n
The Winners & Losers
\n
Ukraine’s new aviation market will look very different from 2019 and as in many other markets that have emerged in recent times, the low-cost airlines will be the winners and in many ways that is not a bad thing. Locally based aircraft, local jobs, rapid connectivity to major markets and creative thinking to stimulate new markets will all help stimulate the wider economic regeneration required.
\n
Unfortunately, while the established non-domiciled legacy airlines will re-enter the market as quickly as aircraft availability allows, the once national airline’s global reach feels like a distant memory in a very different world.
\n
","post_summary":"
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
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As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
\n
\n
Ukraine’s aviation landscape is likely to be very different from when scheduled services ceased in April 2023. At that time just 36 flights operated before hostilities prevented any further safe operations from commercial airlines. During the past three years, the whole aviation industry has undergone significant change, but for a country that lost all its scheduled services any recovery and future landscape starts with a blank piece of paper on which various parties will make a claim. However, before exploring what lies ahead, a quick look at the past gives us an idea of what the aviation payoff could be worth.
\n
A Significant Market In 2019
\n
With nearly 15 million departing seats in 2019 Ukraine ranked 20th across all European markets, below Finland but ahead of Romania, and had doubled in size since 2010 when only 6.5 million seats were on offer. Ukraine had become a popular and fast-growing market and the key operating metrics for 2019 outlined in the table below show just how the market had been shaping up.
\n
\n
\n
In 2019, the market was in a period of transition with legacy airlines maintaining a very strong share relative to other European markets, but with scope for rapid transformation in the coming years. While Wizz Air were the second-largest carrier in the market with an 8% share of capacity and Ryanair had less than a 5% share, the dominant carrier remained Ukraine International Airlines, operating around one-third of all capacity and serving long-haul destinations such as New York and Bangkok, with up to five weekly flights to both. Indeed, for the budget conscious traveller Ukraine International had some of the most competitive prices from Western Europe to Thailand, although connections could be lengthy.
\n
For legacy airlines, Ukraine was a valuable source of both local and connecting traffic with Turkish Airlines alone generating approx. US$45 million of revenues and Lufthansa a very respectable US$31 million and the collective Lufthansa group some US$53 million, which would make them the largest non-domiciled airline in the market. Allowing for the inevitable rush back to the market that we have seen on similar occasions around the world, potentially Ukraine could by the end of this year be attracting the attention of both the historic and new airline operators - but just how will that look?
It’s highly likely that the new market in Ukraine will look very different to that of 2019, due to altered geography and, more importantly, potential airline and aircraft availability.
\n
The immediate catalyst for a recovery will come from the low-cost sector with both Wizz Air and Ryanair already putting markers into the ground around relaunching services. Ryanair have claimed that they will launch services from Kyiv and Lviv within six weeks of a cease fire agreement, reallocating aircraft from their Stansted and Orly bases. Meanwhile, and perhaps not quite so aggressively given their on-going engine supply issues, Wizz Air claim that they will have introduced some 60 routes from both Kyiv and Lviv within six months. While first mover advantage will be important for either airline the broader message is that, not surprisingly, the new Ukraine market will have a much larger low-cost carrier (LCC) share of capacity than we saw in 2019. Importantly, much of that capacity will involve based aircraft and local employment which will in turn generate wider economic activity. While we can only speculate, a LCC share of 40% would not be unreasonable once the market has settled, marking a significant shift from the previous split.
\n
Amongst the legacy carrier group, Turkish Airlines will be back in the market as quickly as they can, although they too are struggling with fleet and supply chain issues. The lure of connecting traffic - particularly to some of the longer haul markets such as the United States and Canada - will be too valuable to ignore. Alongside the historic legacy carriers operating to Ukraine expect the big Middle East airlines to start showing an interest in the market before the end of 2025 (if they can find the capacity).
\n
All of which leaves a big question mark around Ukraine International and if, or how, they could return to the market. Indeed, does Ukraine need a national airline?
\n
Room For a National Airline
\n
For a national carrier in 2019, Ukraine International were a relatively successful airline making a net profit of some US$69 million, although in the previous two years the carrier had lost US$106 million. Importantly the airline connected the country to key trading partners and diaspora communities around the world while generating some interesting sixth freedom revenue flows. In 2019, 2.6 million passengers were estimated to have connected over Kyiv with an estimated revenue generation of over US$661. Interestingly, the single largest sixth freedom traffic flow in 2019 for Ukraine International was between Tel Aviv and New York with US$31 million of revenues lost that are unlikely to ever return.
\n
Financing a Ukraine International Airlines Mk2 would be an expensive task amongst many other more pressing priorities, especially when - as with any new airline - the initial losses of a new carrier will be a further drain on hard cash. Sadly, it is therefore unlikely that a national carrier will emerge as part of the ceasefire, and with two of Europe’s lowest cost airlines hovering around already, will the new market either have space or want a locally based legacy airline? Probably not.
\n
The Winners & Losers
\n
Ukraine’s new aviation market will look very different from 2019 and as in many other markets that have emerged in recent times, the low-cost airlines will be the winners and in many ways that is not a bad thing. Locally based aircraft, local jobs, rapid connectivity to major markets and creative thinking to stimulate new markets will all help stimulate the wider economic regeneration required.
\n
Unfortunately, while the established non-domiciled legacy airlines will re-enter the market as quickly as aircraft availability allows, the once national airline’s global reach feels like a distant memory in a very different world.
\n
","postBodyRss":"
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
\n
\n
Ukraine’s aviation landscape is likely to be very different from when scheduled services ceased in April 2023. At that time just 36 flights operated before hostilities prevented any further safe operations from commercial airlines. During the past three years, the whole aviation industry has undergone significant change, but for a country that lost all its scheduled services any recovery and future landscape starts with a blank piece of paper on which various parties will make a claim. However, before exploring what lies ahead, a quick look at the past gives us an idea of what the aviation payoff could be worth.
\n
A Significant Market In 2019
\n
With nearly 15 million departing seats in 2019 Ukraine ranked 20th across all European markets, below Finland but ahead of Romania, and had doubled in size since 2010 when only 6.5 million seats were on offer. Ukraine had become a popular and fast-growing market and the key operating metrics for 2019 outlined in the table below show just how the market had been shaping up.
\n
\n
\n
In 2019, the market was in a period of transition with legacy airlines maintaining a very strong share relative to other European markets, but with scope for rapid transformation in the coming years. While Wizz Air were the second-largest carrier in the market with an 8% share of capacity and Ryanair had less than a 5% share, the dominant carrier remained Ukraine International Airlines, operating around one-third of all capacity and serving long-haul destinations such as New York and Bangkok, with up to five weekly flights to both. Indeed, for the budget conscious traveller Ukraine International had some of the most competitive prices from Western Europe to Thailand, although connections could be lengthy.
\n
For legacy airlines, Ukraine was a valuable source of both local and connecting traffic with Turkish Airlines alone generating approx. US$45 million of revenues and Lufthansa a very respectable US$31 million and the collective Lufthansa group some US$53 million, which would make them the largest non-domiciled airline in the market. Allowing for the inevitable rush back to the market that we have seen on similar occasions around the world, potentially Ukraine could by the end of this year be attracting the attention of both the historic and new airline operators - but just how will that look?
It’s highly likely that the new market in Ukraine will look very different to that of 2019, due to altered geography and, more importantly, potential airline and aircraft availability.
\n
The immediate catalyst for a recovery will come from the low-cost sector with both Wizz Air and Ryanair already putting markers into the ground around relaunching services. Ryanair have claimed that they will launch services from Kyiv and Lviv within six weeks of a cease fire agreement, reallocating aircraft from their Stansted and Orly bases. Meanwhile, and perhaps not quite so aggressively given their on-going engine supply issues, Wizz Air claim that they will have introduced some 60 routes from both Kyiv and Lviv within six months. While first mover advantage will be important for either airline the broader message is that, not surprisingly, the new Ukraine market will have a much larger low-cost carrier (LCC) share of capacity than we saw in 2019. Importantly, much of that capacity will involve based aircraft and local employment which will in turn generate wider economic activity. While we can only speculate, a LCC share of 40% would not be unreasonable once the market has settled, marking a significant shift from the previous split.
\n
Amongst the legacy carrier group, Turkish Airlines will be back in the market as quickly as they can, although they too are struggling with fleet and supply chain issues. The lure of connecting traffic - particularly to some of the longer haul markets such as the United States and Canada - will be too valuable to ignore. Alongside the historic legacy carriers operating to Ukraine expect the big Middle East airlines to start showing an interest in the market before the end of 2025 (if they can find the capacity).
\n
All of which leaves a big question mark around Ukraine International and if, or how, they could return to the market. Indeed, does Ukraine need a national airline?
\n
Room For a National Airline
\n
For a national carrier in 2019, Ukraine International were a relatively successful airline making a net profit of some US$69 million, although in the previous two years the carrier had lost US$106 million. Importantly the airline connected the country to key trading partners and diaspora communities around the world while generating some interesting sixth freedom revenue flows. In 2019, 2.6 million passengers were estimated to have connected over Kyiv with an estimated revenue generation of over US$661. Interestingly, the single largest sixth freedom traffic flow in 2019 for Ukraine International was between Tel Aviv and New York with US$31 million of revenues lost that are unlikely to ever return.
\n
Financing a Ukraine International Airlines Mk2 would be an expensive task amongst many other more pressing priorities, especially when - as with any new airline - the initial losses of a new carrier will be a further drain on hard cash. Sadly, it is therefore unlikely that a national carrier will emerge as part of the ceasefire, and with two of Europe’s lowest cost airlines hovering around already, will the new market either have space or want a locally based legacy airline? Probably not.
\n
The Winners & Losers
\n
Ukraine’s new aviation market will look very different from 2019 and as in many other markets that have emerged in recent times, the low-cost airlines will be the winners and in many ways that is not a bad thing. Locally based aircraft, local jobs, rapid connectivity to major markets and creative thinking to stimulate new markets will all help stimulate the wider economic regeneration required.
\n
Unfortunately, while the established non-domiciled legacy airlines will re-enter the market as quickly as aircraft availability allows, the once national airline’s global reach feels like a distant memory in a very different world.
\n
","postEmailContent":"
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
","postSummaryRss":"
As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
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As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
\n
\n
Ukraine’s aviation landscape is likely to be very different from when scheduled services ceased in April 2023. At that time just 36 flights operated before hostilities prevented any further safe operations from commercial airlines. During the past three years, the whole aviation industry has undergone significant change, but for a country that lost all its scheduled services any recovery and future landscape starts with a blank piece of paper on which various parties will make a claim. However, before exploring what lies ahead, a quick look at the past gives us an idea of what the aviation payoff could be worth.
\n
A Significant Market In 2019
\n
With nearly 15 million departing seats in 2019 Ukraine ranked 20th across all European markets, below Finland but ahead of Romania, and had doubled in size since 2010 when only 6.5 million seats were on offer. Ukraine had become a popular and fast-growing market and the key operating metrics for 2019 outlined in the table below show just how the market had been shaping up.
\n
\n
\n
In 2019, the market was in a period of transition with legacy airlines maintaining a very strong share relative to other European markets, but with scope for rapid transformation in the coming years. While Wizz Air were the second-largest carrier in the market with an 8% share of capacity and Ryanair had less than a 5% share, the dominant carrier remained Ukraine International Airlines, operating around one-third of all capacity and serving long-haul destinations such as New York and Bangkok, with up to five weekly flights to both. Indeed, for the budget conscious traveller Ukraine International had some of the most competitive prices from Western Europe to Thailand, although connections could be lengthy.
\n
For legacy airlines, Ukraine was a valuable source of both local and connecting traffic with Turkish Airlines alone generating approx. US$45 million of revenues and Lufthansa a very respectable US$31 million and the collective Lufthansa group some US$53 million, which would make them the largest non-domiciled airline in the market. Allowing for the inevitable rush back to the market that we have seen on similar occasions around the world, potentially Ukraine could by the end of this year be attracting the attention of both the historic and new airline operators - but just how will that look?
It’s highly likely that the new market in Ukraine will look very different to that of 2019, due to altered geography and, more importantly, potential airline and aircraft availability.
\n
The immediate catalyst for a recovery will come from the low-cost sector with both Wizz Air and Ryanair already putting markers into the ground around relaunching services. Ryanair have claimed that they will launch services from Kyiv and Lviv within six weeks of a cease fire agreement, reallocating aircraft from their Stansted and Orly bases. Meanwhile, and perhaps not quite so aggressively given their on-going engine supply issues, Wizz Air claim that they will have introduced some 60 routes from both Kyiv and Lviv within six months. While first mover advantage will be important for either airline the broader message is that, not surprisingly, the new Ukraine market will have a much larger low-cost carrier (LCC) share of capacity than we saw in 2019. Importantly, much of that capacity will involve based aircraft and local employment which will in turn generate wider economic activity. While we can only speculate, a LCC share of 40% would not be unreasonable once the market has settled, marking a significant shift from the previous split.
\n
Amongst the legacy carrier group, Turkish Airlines will be back in the market as quickly as they can, although they too are struggling with fleet and supply chain issues. The lure of connecting traffic - particularly to some of the longer haul markets such as the United States and Canada - will be too valuable to ignore. Alongside the historic legacy carriers operating to Ukraine expect the big Middle East airlines to start showing an interest in the market before the end of 2025 (if they can find the capacity).
\n
All of which leaves a big question mark around Ukraine International and if, or how, they could return to the market. Indeed, does Ukraine need a national airline?
\n
Room For a National Airline
\n
For a national carrier in 2019, Ukraine International were a relatively successful airline making a net profit of some US$69 million, although in the previous two years the carrier had lost US$106 million. Importantly the airline connected the country to key trading partners and diaspora communities around the world while generating some interesting sixth freedom revenue flows. In 2019, 2.6 million passengers were estimated to have connected over Kyiv with an estimated revenue generation of over US$661. Interestingly, the single largest sixth freedom traffic flow in 2019 for Ukraine International was between Tel Aviv and New York with US$31 million of revenues lost that are unlikely to ever return.
\n
Financing a Ukraine International Airlines Mk2 would be an expensive task amongst many other more pressing priorities, especially when - as with any new airline - the initial losses of a new carrier will be a further drain on hard cash. Sadly, it is therefore unlikely that a national carrier will emerge as part of the ceasefire, and with two of Europe’s lowest cost airlines hovering around already, will the new market either have space or want a locally based legacy airline? Probably not.
\n
The Winners & Losers
\n
Ukraine’s new aviation market will look very different from 2019 and as in many other markets that have emerged in recent times, the low-cost airlines will be the winners and in many ways that is not a bad thing. Locally based aircraft, local jobs, rapid connectivity to major markets and creative thinking to stimulate new markets will all help stimulate the wider economic regeneration required.
\n
Unfortunately, while the established non-domiciled legacy airlines will re-enter the market as quickly as aircraft availability allows, the once national airline’s global reach feels like a distant memory in a very different world.
\n
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As we anticipate the reopening of scheduled services to Ukraine at some point in 2025, some of Europe’s boldest airlines recognise the inevitable bounce back in demand and are already publicly declaring their readiness to return to the market.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
\n
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\n
Airline Capacity and Airfare Trends
\n
The talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\n
Challenges and Strategies
\n
The challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\n
Watch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n
\n
Supply Chain Woes
\n
The last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\n
Watch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
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Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
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Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
\n
After reviewing global capacity, the panel dived into Australia's domestic market, where the Qantas Group and Virgin Australia operate 90% of capacity. Despite the challenges faced by regional carrier REX, our experts stressed the importance of regional connectivity and the urgent need for government support.
\n
\n
\n
Moving on to international capacity, John noted that \" Western Europe is up about 2% versus 2019. Northeast Asia lags a little bit.\" In reference to China specifically, he stated, \"We're perhaps at what would be a more natural level of international capacity than the previously overinflated artificial level of supply from China\".
\n
An exciting development the team were keen to discuss is the new Western Sydney International Airport, which should open in a couple of years' time. Tony remarked that \"There'll be great interest in it particularly when foreign carriers start coming in, the local carriers will start taking notice.\" with John adding: \"Maybe we will finally see a new entrant, that is based at the new airport and becomes almost a a disruptive player like a Ryanair.\"
\n
For more insight, analysis and expert opinion watch the webinar in full below, and download the slides to access the charts and data shared during the presentation.
Deirdre Fulton, John Grant, and Tony Harrington delivered in-depth insights about the current state of the aviation sector in Australia, discussing global capacity trends, domestic markets, international connectivity, and airport infrastructural developments.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","post_summary":"
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.
\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
\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.
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During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\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
","post_summary":"
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.
\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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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
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\n
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","post_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","postBodyRss":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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","rssSummary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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","post_summary":"
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n\n
\n
\n
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","rss_summary":"
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","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.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","rssSummary":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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