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\n
THE JEJU-SEOUL GIMPO SUPER ROUTE
\n
The second chart highlights the domination of the Jeju International (CJU) to Seoul Gimpo (GMP) flight route in the domestic market. In November 2025:
\n
\n
7 carriers operated
\n
209 daily return flights
\n
1.4m seats
\n
Asiana operated 57 return flights, Korean Air 55 return flights, and Jeju Airlines 41 return flights on the route
\n
\n
Jeju appears as a destination in seven of South Korea’s Top 10 domestic routes. It is an island tourism hotspot, and unlike many busy routes that compete with high-speed rail or buses, flying is the only practical option for getting there. With multiple low-cost carriers competing and average economy one-way fares of USD$33, prices are extremely affordable for most Koreans.
\n
\n
LOOKING OUTWARDS: STRONG INTERNATIONAL RECOVERY LED BY JAPAN AND SINGAPORE
\n
\n
South Korea’s international capacity reached 9 million seats in November 2025, +4.7% compared to 2019.
\n
84 carriers operate in the international market:\n
\n
The Korean Air Group now has the largest combined share, with 43% of total capacity in November
\n
Jeju Airlines is the next largest operator with 8% of total international capacity
\n
\n
\n
Korean domiciled carriers operate the largest share of international capacity, amounting to 68% of total international capacity in November 2025.
\n
\n
The international market is driven by distinct regional trends:
\n
\n
Japan: The largest international market With 2.61m seats in November 2025, capacity has grown by 89% since 2019. This short haul market is highly competed by low-cost carriers, boosting both inbound and outbound travel demand. Post-pandemic, Japan's air travel has rebounded earlier and more smoothly than countries such as China.
\n
China: Slow recovery amid weaker outbound demand. Despite ranking second largest international market with 1.57 million seats, China remains below 2019 levels. Sluggish outbound tourism and geopolitical tensions have pushed Korean LCCs to shift capacity elsewhere for better yields and load factors.
\n
Singapore: Premium demand meets K-culture travel. Capacity to Singapore is up by 44% compared to 2019, driven by strong business links and premium travel opportunities combined with tourism growth in both directions. Leisure interest in South Korea has surged with the growth in Korea’s cultural popularity, from food tourism to holidays to K-culture.
\n
The US: Diaspora travel, business and education-related travel, joint ventures. The market is up 21% since 2019, supported by a large Korean-American population, robust business links, and the Korean Air-Delta joint venture that continues to strengthen Seoul Incheon’s role as a transpacific hub.
\n
\n
\n
A combination of legacy carrier scale and low-cost agility is driving growth across South Korea’s domestic and international markets, positioning it as one of Asia’s most dynamic aviation landscapes.
\n
\n
\n
\n
\n
","rss_summary":"
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
\n","rss_body":"
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
\n
\n
SOUTH KOREA’S COMPETITIVE AIRLINE LANDSCAPE
\n
The market in South Korea is characterised by robust demand and fierce competition, with low-cost carriers (LCCs) playing a significant role. Total airline capacity in South Korea reached 14.5 million seats in November 2025: 62% international capacity and 38% domestic capacity.
\n
The first of our charts illustrates the major players operating in South Korea’s airline landscape. Whilst the domestic market appears competitive, with nine airlines vying for passengers, the reality is that one airline group now dominates.
\n
\n
The Korean Air and Asiana Airlines merger finally completed in December 2024, and the combined position of both carriers and their LCC subsidiaries (Jin Air and Air Busan) gives the Korean Air Group 77% of total capacity in South Korea’s domestic market.
\n
\n
\n
THE JEJU-SEOUL GIMPO SUPER ROUTE
\n
The second chart highlights the domination of the Jeju International (CJU) to Seoul Gimpo (GMP) flight route in the domestic market. In November 2025:
\n
\n
7 carriers operated
\n
209 daily return flights
\n
1.4m seats
\n
Asiana operated 57 return flights, Korean Air 55 return flights, and Jeju Airlines 41 return flights on the route
\n
\n
Jeju appears as a destination in seven of South Korea’s Top 10 domestic routes. It is an island tourism hotspot, and unlike many busy routes that compete with high-speed rail or buses, flying is the only practical option for getting there. With multiple low-cost carriers competing and average economy one-way fares of USD$33, prices are extremely affordable for most Koreans.
\n
\n
LOOKING OUTWARDS: STRONG INTERNATIONAL RECOVERY LED BY JAPAN AND SINGAPORE
\n
\n
South Korea’s international capacity reached 9 million seats in November 2025, +4.7% compared to 2019.
\n
84 carriers operate in the international market:\n
\n
The Korean Air Group now has the largest combined share, with 43% of total capacity in November
\n
Jeju Airlines is the next largest operator with 8% of total international capacity
\n
\n
\n
Korean domiciled carriers operate the largest share of international capacity, amounting to 68% of total international capacity in November 2025.
\n
\n
The international market is driven by distinct regional trends:
\n
\n
Japan: The largest international market With 2.61m seats in November 2025, capacity has grown by 89% since 2019. This short haul market is highly competed by low-cost carriers, boosting both inbound and outbound travel demand. Post-pandemic, Japan's air travel has rebounded earlier and more smoothly than countries such as China.
\n
China: Slow recovery amid weaker outbound demand. Despite ranking second largest international market with 1.57 million seats, China remains below 2019 levels. Sluggish outbound tourism and geopolitical tensions have pushed Korean LCCs to shift capacity elsewhere for better yields and load factors.
\n
Singapore: Premium demand meets K-culture travel. Capacity to Singapore is up by 44% compared to 2019, driven by strong business links and premium travel opportunities combined with tourism growth in both directions. Leisure interest in South Korea has surged with the growth in Korea’s cultural popularity, from food tourism to holidays to K-culture.
\n
The US: Diaspora travel, business and education-related travel, joint ventures. The market is up 21% since 2019, supported by a large Korean-American population, robust business links, and the Korean Air-Delta joint venture that continues to strengthen Seoul Incheon’s role as a transpacific hub.
\n
\n
\n
A combination of legacy carrier scale and low-cost agility is driving growth across South Korea’s domestic and international markets, positioning it as one of Asia’s most dynamic aviation landscapes.
\n
\n
\n
\n
\n
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South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
\n
\n
SOUTH KOREA’S COMPETITIVE AIRLINE LANDSCAPE
\n
The market in South Korea is characterised by robust demand and fierce competition, with low-cost carriers (LCCs) playing a significant role. Total airline capacity in South Korea reached 14.5 million seats in November 2025: 62% international capacity and 38% domestic capacity.
\n
The first of our charts illustrates the major players operating in South Korea’s airline landscape. Whilst the domestic market appears competitive, with nine airlines vying for passengers, the reality is that one airline group now dominates.
\n
\n
The Korean Air and Asiana Airlines merger finally completed in December 2024, and the combined position of both carriers and their LCC subsidiaries (Jin Air and Air Busan) gives the Korean Air Group 77% of total capacity in South Korea’s domestic market.
\n
\n
\n
THE JEJU-SEOUL GIMPO SUPER ROUTE
\n
The second chart highlights the domination of the Jeju International (CJU) to Seoul Gimpo (GMP) flight route in the domestic market. In November 2025:
\n
\n
7 carriers operated
\n
209 daily return flights
\n
1.4m seats
\n
Asiana operated 57 return flights, Korean Air 55 return flights, and Jeju Airlines 41 return flights on the route
\n
\n
Jeju appears as a destination in seven of South Korea’s Top 10 domestic routes. It is an island tourism hotspot, and unlike many busy routes that compete with high-speed rail or buses, flying is the only practical option for getting there. With multiple low-cost carriers competing and average economy one-way fares of USD$33, prices are extremely affordable for most Koreans.
\n
\n
LOOKING OUTWARDS: STRONG INTERNATIONAL RECOVERY LED BY JAPAN AND SINGAPORE
\n
\n
South Korea’s international capacity reached 9 million seats in November 2025, +4.7% compared to 2019.
\n
84 carriers operate in the international market:\n
\n
The Korean Air Group now has the largest combined share, with 43% of total capacity in November
\n
Jeju Airlines is the next largest operator with 8% of total international capacity
\n
\n
\n
Korean domiciled carriers operate the largest share of international capacity, amounting to 68% of total international capacity in November 2025.
\n
\n
The international market is driven by distinct regional trends:
\n
\n
Japan: The largest international market With 2.61m seats in November 2025, capacity has grown by 89% since 2019. This short haul market is highly competed by low-cost carriers, boosting both inbound and outbound travel demand. Post-pandemic, Japan's air travel has rebounded earlier and more smoothly than countries such as China.
\n
China: Slow recovery amid weaker outbound demand. Despite ranking second largest international market with 1.57 million seats, China remains below 2019 levels. Sluggish outbound tourism and geopolitical tensions have pushed Korean LCCs to shift capacity elsewhere for better yields and load factors.
\n
Singapore: Premium demand meets K-culture travel. Capacity to Singapore is up by 44% compared to 2019, driven by strong business links and premium travel opportunities combined with tourism growth in both directions. Leisure interest in South Korea has surged with the growth in Korea’s cultural popularity, from food tourism to holidays to K-culture.
\n
The US: Diaspora travel, business and education-related travel, joint ventures. The market is up 21% since 2019, supported by a large Korean-American population, robust business links, and the Korean Air-Delta joint venture that continues to strengthen Seoul Incheon’s role as a transpacific hub.
\n
\n
\n
A combination of legacy carrier scale and low-cost agility is driving growth across South Korea’s domestic and international markets, positioning it as one of Asia’s most dynamic aviation landscapes.
\n
\n
\n
\n
\n
","postBodyRss":"
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
\n
\n
SOUTH KOREA’S COMPETITIVE AIRLINE LANDSCAPE
\n
The market in South Korea is characterised by robust demand and fierce competition, with low-cost carriers (LCCs) playing a significant role. Total airline capacity in South Korea reached 14.5 million seats in November 2025: 62% international capacity and 38% domestic capacity.
\n
The first of our charts illustrates the major players operating in South Korea’s airline landscape. Whilst the domestic market appears competitive, with nine airlines vying for passengers, the reality is that one airline group now dominates.
\n
\n
The Korean Air and Asiana Airlines merger finally completed in December 2024, and the combined position of both carriers and their LCC subsidiaries (Jin Air and Air Busan) gives the Korean Air Group 77% of total capacity in South Korea’s domestic market.
\n
\n
\n
THE JEJU-SEOUL GIMPO SUPER ROUTE
\n
The second chart highlights the domination of the Jeju International (CJU) to Seoul Gimpo (GMP) flight route in the domestic market. In November 2025:
\n
\n
7 carriers operated
\n
209 daily return flights
\n
1.4m seats
\n
Asiana operated 57 return flights, Korean Air 55 return flights, and Jeju Airlines 41 return flights on the route
\n
\n
Jeju appears as a destination in seven of South Korea’s Top 10 domestic routes. It is an island tourism hotspot, and unlike many busy routes that compete with high-speed rail or buses, flying is the only practical option for getting there. With multiple low-cost carriers competing and average economy one-way fares of USD$33, prices are extremely affordable for most Koreans.
\n
\n
LOOKING OUTWARDS: STRONG INTERNATIONAL RECOVERY LED BY JAPAN AND SINGAPORE
\n
\n
South Korea’s international capacity reached 9 million seats in November 2025, +4.7% compared to 2019.
\n
84 carriers operate in the international market:\n
\n
The Korean Air Group now has the largest combined share, with 43% of total capacity in November
\n
Jeju Airlines is the next largest operator with 8% of total international capacity
\n
\n
\n
Korean domiciled carriers operate the largest share of international capacity, amounting to 68% of total international capacity in November 2025.
\n
\n
The international market is driven by distinct regional trends:
\n
\n
Japan: The largest international market With 2.61m seats in November 2025, capacity has grown by 89% since 2019. This short haul market is highly competed by low-cost carriers, boosting both inbound and outbound travel demand. Post-pandemic, Japan's air travel has rebounded earlier and more smoothly than countries such as China.
\n
China: Slow recovery amid weaker outbound demand. Despite ranking second largest international market with 1.57 million seats, China remains below 2019 levels. Sluggish outbound tourism and geopolitical tensions have pushed Korean LCCs to shift capacity elsewhere for better yields and load factors.
\n
Singapore: Premium demand meets K-culture travel. Capacity to Singapore is up by 44% compared to 2019, driven by strong business links and premium travel opportunities combined with tourism growth in both directions. Leisure interest in South Korea has surged with the growth in Korea’s cultural popularity, from food tourism to holidays to K-culture.
\n
The US: Diaspora travel, business and education-related travel, joint ventures. The market is up 21% since 2019, supported by a large Korean-American population, robust business links, and the Korean Air-Delta joint venture that continues to strengthen Seoul Incheon’s role as a transpacific hub.
\n
\n
\n
A combination of legacy carrier scale and low-cost agility is driving growth across South Korea’s domestic and international markets, positioning it as one of Asia’s most dynamic aviation landscapes.
\n
\n
\n
\n
\n
","postEmailContent":"
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
\n","postSummaryRss":"
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
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South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
\n
\n
SOUTH KOREA’S COMPETITIVE AIRLINE LANDSCAPE
\n
The market in South Korea is characterised by robust demand and fierce competition, with low-cost carriers (LCCs) playing a significant role. Total airline capacity in South Korea reached 14.5 million seats in November 2025: 62% international capacity and 38% domestic capacity.
\n
The first of our charts illustrates the major players operating in South Korea’s airline landscape. Whilst the domestic market appears competitive, with nine airlines vying for passengers, the reality is that one airline group now dominates.
\n
\n
The Korean Air and Asiana Airlines merger finally completed in December 2024, and the combined position of both carriers and their LCC subsidiaries (Jin Air and Air Busan) gives the Korean Air Group 77% of total capacity in South Korea’s domestic market.
\n
\n
\n
THE JEJU-SEOUL GIMPO SUPER ROUTE
\n
The second chart highlights the domination of the Jeju International (CJU) to Seoul Gimpo (GMP) flight route in the domestic market. In November 2025:
\n
\n
7 carriers operated
\n
209 daily return flights
\n
1.4m seats
\n
Asiana operated 57 return flights, Korean Air 55 return flights, and Jeju Airlines 41 return flights on the route
\n
\n
Jeju appears as a destination in seven of South Korea’s Top 10 domestic routes. It is an island tourism hotspot, and unlike many busy routes that compete with high-speed rail or buses, flying is the only practical option for getting there. With multiple low-cost carriers competing and average economy one-way fares of USD$33, prices are extremely affordable for most Koreans.
\n
\n
LOOKING OUTWARDS: STRONG INTERNATIONAL RECOVERY LED BY JAPAN AND SINGAPORE
\n
\n
South Korea’s international capacity reached 9 million seats in November 2025, +4.7% compared to 2019.
\n
84 carriers operate in the international market:\n
\n
The Korean Air Group now has the largest combined share, with 43% of total capacity in November
\n
Jeju Airlines is the next largest operator with 8% of total international capacity
\n
\n
\n
Korean domiciled carriers operate the largest share of international capacity, amounting to 68% of total international capacity in November 2025.
\n
\n
The international market is driven by distinct regional trends:
\n
\n
Japan: The largest international market With 2.61m seats in November 2025, capacity has grown by 89% since 2019. This short haul market is highly competed by low-cost carriers, boosting both inbound and outbound travel demand. Post-pandemic, Japan's air travel has rebounded earlier and more smoothly than countries such as China.
\n
China: Slow recovery amid weaker outbound demand. Despite ranking second largest international market with 1.57 million seats, China remains below 2019 levels. Sluggish outbound tourism and geopolitical tensions have pushed Korean LCCs to shift capacity elsewhere for better yields and load factors.
\n
Singapore: Premium demand meets K-culture travel. Capacity to Singapore is up by 44% compared to 2019, driven by strong business links and premium travel opportunities combined with tourism growth in both directions. Leisure interest in South Korea has surged with the growth in Korea’s cultural popularity, from food tourism to holidays to K-culture.
\n
The US: Diaspora travel, business and education-related travel, joint ventures. The market is up 21% since 2019, supported by a large Korean-American population, robust business links, and the Korean Air-Delta joint venture that continues to strengthen Seoul Incheon’s role as a transpacific hub.
\n
\n
\n
A combination of legacy carrier scale and low-cost agility is driving growth across South Korea’s domestic and international markets, positioning it as one of Asia’s most dynamic aviation landscapes.
\n
\n
\n
\n
\n
","rssSummary":"
South Korea’s aviation sector continues to exceed its relative scale, and nowhere is this more striking than on the world’s busiest airline route. Jeju International (CJU) – Seoul Gimpo (GMP) tops OAG’s global rankings for the busiest domestic route in December 2025, with 1.46 million seats, and grew at the fastest rate among the Top 10 busiest domestic routes.
\n
Using three airline capacity data points from November 2025, this blog explores the dynamics shaping South Korea's air travel landscape today.
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When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
","post_body":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
\n
\n
Despite his magic, it could soon reach a point of overtourism for Santa Claus, and he may need to look at alternate residences to manage the Christmas operation. But where exactly? We explore the increase in Lapland's airline capacity and - just for fun - look at some options for his relocation.
\n
Lapland Visitors Increase by 6% Year-On-Year
\n
Lapland stretches across three countries – Finland, Norway and Sweden - and while the precise location of Santa Claus’ house remains a secret, Rovaniemi is widely acknowledged as the centre of the operation. Some of the airports in Lapland - such as Tromsø, home to the Northern Lights - are well disguised as serving local communities . In the last ten years, the number of scheduled airline seats to Lapland has increased by over 70% and up to two and a half million visitors can be expected by the end of March. That is six per cent more visitors year-on-year, which means a lot of cake baking for Mrs Claus and her helpers!
\n
\n
\n
Airline Capacity to Lapland: Winter 2024 vs Winter 2025
\n
The seven largest country markets for visitors to Lapland are:
\n
\n
United Kingdom
\n
Germany
\n
France
\n
Denmark
\n
Switzerland
\n
Netherlands
\n
Italy
\n
\n
These country markets account for over 650,000 seats and continue to grow every winter.
\n
The United Kingdom will see a 24% increase in capacity - suggesting that people still have money to spend this year despite what the Office for Budget Responsibility tells us! New services from Belfast and Southend have been added, while airline capacity from both Birmingham and Bristol has nearly doubled since last year. Across the four London airports operating services to Lapland this winter, there will be just under 150,000 seats available.
\n
\n
Ryanair Adds 50% More Capacity to Lapland
\n
Entering the spirit of the holiday season is Ryanair, with CEO Michael O’Leary adding some 43,000 (+50%) more seats and new services from Bristol, Manchester, Birmingham and Shannon.
\n
However, easyJet remains the largest airline operating to Lapland this winter, although another year of Ryanair growth and Santa Claus may be swapping his red outfit for a green cape and changing his favourite drink to a glass of the black liquid.
\n
\n
Where Could Santa Relocate To?
\n
With over sixty thousand more visitors from Europe to Lapland this winter Santa must be reaching a point where even he needs more time to himself to make all those presents and arrange the logistics of his flight on the 24th of December! But where could he realistically relocate to? For fun, let’s take a look:
\n
Kiribati
\n
Since his scheduled service starts in the Pacific Islands it would make a lot of sense to align a new property on Kiribati with a longitude reference of 173.08.48E - although a tropical island location is probably not ideal for Santa who prefers a cooler climate, but that proximity to the start of his journey could be beneficial.
\n
Puerto Williams
\n
Equally a more southerly location could be interesting, the world’s most southerly airport is in Chile at Puerto Williams (WPU) with a latitude of 54.55.52S - although being fifteen hours behind the starting point of his yearly route would take a bit of time to travel every year but does Puerto Williams have enough snow for Santa?
\n
Happy holidays everyone! 🌲
\n
\n
Recommended:
\n
\n
\n
\n
\n
\n
","rss_summary":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
","rss_body":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
\n
\n
Despite his magic, it could soon reach a point of overtourism for Santa Claus, and he may need to look at alternate residences to manage the Christmas operation. But where exactly? We explore the increase in Lapland's airline capacity and - just for fun - look at some options for his relocation.
\n
Lapland Visitors Increase by 6% Year-On-Year
\n
Lapland stretches across three countries – Finland, Norway and Sweden - and while the precise location of Santa Claus’ house remains a secret, Rovaniemi is widely acknowledged as the centre of the operation. Some of the airports in Lapland - such as Tromsø, home to the Northern Lights - are well disguised as serving local communities . In the last ten years, the number of scheduled airline seats to Lapland has increased by over 70% and up to two and a half million visitors can be expected by the end of March. That is six per cent more visitors year-on-year, which means a lot of cake baking for Mrs Claus and her helpers!
\n
\n
\n
Airline Capacity to Lapland: Winter 2024 vs Winter 2025
\n
The seven largest country markets for visitors to Lapland are:
\n
\n
United Kingdom
\n
Germany
\n
France
\n
Denmark
\n
Switzerland
\n
Netherlands
\n
Italy
\n
\n
These country markets account for over 650,000 seats and continue to grow every winter.
\n
The United Kingdom will see a 24% increase in capacity - suggesting that people still have money to spend this year despite what the Office for Budget Responsibility tells us! New services from Belfast and Southend have been added, while airline capacity from both Birmingham and Bristol has nearly doubled since last year. Across the four London airports operating services to Lapland this winter, there will be just under 150,000 seats available.
\n
\n
Ryanair Adds 50% More Capacity to Lapland
\n
Entering the spirit of the holiday season is Ryanair, with CEO Michael O’Leary adding some 43,000 (+50%) more seats and new services from Bristol, Manchester, Birmingham and Shannon.
\n
However, easyJet remains the largest airline operating to Lapland this winter, although another year of Ryanair growth and Santa Claus may be swapping his red outfit for a green cape and changing his favourite drink to a glass of the black liquid.
\n
\n
Where Could Santa Relocate To?
\n
With over sixty thousand more visitors from Europe to Lapland this winter Santa must be reaching a point where even he needs more time to himself to make all those presents and arrange the logistics of his flight on the 24th of December! But where could he realistically relocate to? For fun, let’s take a look:
\n
Kiribati
\n
Since his scheduled service starts in the Pacific Islands it would make a lot of sense to align a new property on Kiribati with a longitude reference of 173.08.48E - although a tropical island location is probably not ideal for Santa who prefers a cooler climate, but that proximity to the start of his journey could be beneficial.
\n
Puerto Williams
\n
Equally a more southerly location could be interesting, the world’s most southerly airport is in Chile at Puerto Williams (WPU) with a latitude of 54.55.52S - although being fifteen hours behind the starting point of his yearly route would take a bit of time to travel every year but does Puerto Williams have enough snow for Santa?
\n
Happy holidays everyone! 🌲
\n
\n
Recommended:
\n
\n
\n
\n
\n
\n
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When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
\n
\n
Despite his magic, it could soon reach a point of overtourism for Santa Claus, and he may need to look at alternate residences to manage the Christmas operation. But where exactly? We explore the increase in Lapland's airline capacity and - just for fun - look at some options for his relocation.
\n
Lapland Visitors Increase by 6% Year-On-Year
\n
Lapland stretches across three countries – Finland, Norway and Sweden - and while the precise location of Santa Claus’ house remains a secret, Rovaniemi is widely acknowledged as the centre of the operation. Some of the airports in Lapland - such as Tromsø, home to the Northern Lights - are well disguised as serving local communities . In the last ten years, the number of scheduled airline seats to Lapland has increased by over 70% and up to two and a half million visitors can be expected by the end of March. That is six per cent more visitors year-on-year, which means a lot of cake baking for Mrs Claus and her helpers!
\n
\n
\n
Airline Capacity to Lapland: Winter 2024 vs Winter 2025
\n
The seven largest country markets for visitors to Lapland are:
\n
\n
United Kingdom
\n
Germany
\n
France
\n
Denmark
\n
Switzerland
\n
Netherlands
\n
Italy
\n
\n
These country markets account for over 650,000 seats and continue to grow every winter.
\n
The United Kingdom will see a 24% increase in capacity - suggesting that people still have money to spend this year despite what the Office for Budget Responsibility tells us! New services from Belfast and Southend have been added, while airline capacity from both Birmingham and Bristol has nearly doubled since last year. Across the four London airports operating services to Lapland this winter, there will be just under 150,000 seats available.
\n
\n
Ryanair Adds 50% More Capacity to Lapland
\n
Entering the spirit of the holiday season is Ryanair, with CEO Michael O’Leary adding some 43,000 (+50%) more seats and new services from Bristol, Manchester, Birmingham and Shannon.
\n
However, easyJet remains the largest airline operating to Lapland this winter, although another year of Ryanair growth and Santa Claus may be swapping his red outfit for a green cape and changing his favourite drink to a glass of the black liquid.
\n
\n
Where Could Santa Relocate To?
\n
With over sixty thousand more visitors from Europe to Lapland this winter Santa must be reaching a point where even he needs more time to himself to make all those presents and arrange the logistics of his flight on the 24th of December! But where could he realistically relocate to? For fun, let’s take a look:
\n
Kiribati
\n
Since his scheduled service starts in the Pacific Islands it would make a lot of sense to align a new property on Kiribati with a longitude reference of 173.08.48E - although a tropical island location is probably not ideal for Santa who prefers a cooler climate, but that proximity to the start of his journey could be beneficial.
\n
Puerto Williams
\n
Equally a more southerly location could be interesting, the world’s most southerly airport is in Chile at Puerto Williams (WPU) with a latitude of 54.55.52S - although being fifteen hours behind the starting point of his yearly route would take a bit of time to travel every year but does Puerto Williams have enough snow for Santa?
\n
Happy holidays everyone! 🌲
\n
\n
Recommended:
\n
\n
\n
\n
\n
\n
","postBodyRss":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
\n
\n
Despite his magic, it could soon reach a point of overtourism for Santa Claus, and he may need to look at alternate residences to manage the Christmas operation. But where exactly? We explore the increase in Lapland's airline capacity and - just for fun - look at some options for his relocation.
\n
Lapland Visitors Increase by 6% Year-On-Year
\n
Lapland stretches across three countries – Finland, Norway and Sweden - and while the precise location of Santa Claus’ house remains a secret, Rovaniemi is widely acknowledged as the centre of the operation. Some of the airports in Lapland - such as Tromsø, home to the Northern Lights - are well disguised as serving local communities . In the last ten years, the number of scheduled airline seats to Lapland has increased by over 70% and up to two and a half million visitors can be expected by the end of March. That is six per cent more visitors year-on-year, which means a lot of cake baking for Mrs Claus and her helpers!
\n
\n
\n
Airline Capacity to Lapland: Winter 2024 vs Winter 2025
\n
The seven largest country markets for visitors to Lapland are:
\n
\n
United Kingdom
\n
Germany
\n
France
\n
Denmark
\n
Switzerland
\n
Netherlands
\n
Italy
\n
\n
These country markets account for over 650,000 seats and continue to grow every winter.
\n
The United Kingdom will see a 24% increase in capacity - suggesting that people still have money to spend this year despite what the Office for Budget Responsibility tells us! New services from Belfast and Southend have been added, while airline capacity from both Birmingham and Bristol has nearly doubled since last year. Across the four London airports operating services to Lapland this winter, there will be just under 150,000 seats available.
\n
\n
Ryanair Adds 50% More Capacity to Lapland
\n
Entering the spirit of the holiday season is Ryanair, with CEO Michael O’Leary adding some 43,000 (+50%) more seats and new services from Bristol, Manchester, Birmingham and Shannon.
\n
However, easyJet remains the largest airline operating to Lapland this winter, although another year of Ryanair growth and Santa Claus may be swapping his red outfit for a green cape and changing his favourite drink to a glass of the black liquid.
\n
\n
Where Could Santa Relocate To?
\n
With over sixty thousand more visitors from Europe to Lapland this winter Santa must be reaching a point where even he needs more time to himself to make all those presents and arrange the logistics of his flight on the 24th of December! But where could he realistically relocate to? For fun, let’s take a look:
\n
Kiribati
\n
Since his scheduled service starts in the Pacific Islands it would make a lot of sense to align a new property on Kiribati with a longitude reference of 173.08.48E - although a tropical island location is probably not ideal for Santa who prefers a cooler climate, but that proximity to the start of his journey could be beneficial.
\n
Puerto Williams
\n
Equally a more southerly location could be interesting, the world’s most southerly airport is in Chile at Puerto Williams (WPU) with a latitude of 54.55.52S - although being fifteen hours behind the starting point of his yearly route would take a bit of time to travel every year but does Puerto Williams have enough snow for Santa?
\n
Happy holidays everyone! 🌲
\n
\n
Recommended:
\n
\n
\n
\n
\n
\n
","postEmailContent":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
","postSummaryRss":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"rdtqEMoM","previousPostFeaturedImage":"https://www.oag.com/hubfs/Seoul%20blog%20image.jpg","previousPostFeaturedImageAltText":"","previousPostName":"From K-Pop to K-Airlines: Three Charts on South Korea's Aviation Success","previousPostSlug":"blog/from-k-pop-to-k-airlines-three-charts-on-south-koreas-aviation-success","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1765889309000,"publishDateLocalTime":1765889309000,"publishDateLocalized":{"date":1765889309000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1765889309999,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/flying-north-for-christmas-how-airline-capacity-to-lapland-is-taking-off","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
\n
\n
Despite his magic, it could soon reach a point of overtourism for Santa Claus, and he may need to look at alternate residences to manage the Christmas operation. But where exactly? We explore the increase in Lapland's airline capacity and - just for fun - look at some options for his relocation.
\n
Lapland Visitors Increase by 6% Year-On-Year
\n
Lapland stretches across three countries – Finland, Norway and Sweden - and while the precise location of Santa Claus’ house remains a secret, Rovaniemi is widely acknowledged as the centre of the operation. Some of the airports in Lapland - such as Tromsø, home to the Northern Lights - are well disguised as serving local communities . In the last ten years, the number of scheduled airline seats to Lapland has increased by over 70% and up to two and a half million visitors can be expected by the end of March. That is six per cent more visitors year-on-year, which means a lot of cake baking for Mrs Claus and her helpers!
\n
\n
\n
Airline Capacity to Lapland: Winter 2024 vs Winter 2025
\n
The seven largest country markets for visitors to Lapland are:
\n
\n
United Kingdom
\n
Germany
\n
France
\n
Denmark
\n
Switzerland
\n
Netherlands
\n
Italy
\n
\n
These country markets account for over 650,000 seats and continue to grow every winter.
\n
The United Kingdom will see a 24% increase in capacity - suggesting that people still have money to spend this year despite what the Office for Budget Responsibility tells us! New services from Belfast and Southend have been added, while airline capacity from both Birmingham and Bristol has nearly doubled since last year. Across the four London airports operating services to Lapland this winter, there will be just under 150,000 seats available.
\n
\n
Ryanair Adds 50% More Capacity to Lapland
\n
Entering the spirit of the holiday season is Ryanair, with CEO Michael O’Leary adding some 43,000 (+50%) more seats and new services from Bristol, Manchester, Birmingham and Shannon.
\n
However, easyJet remains the largest airline operating to Lapland this winter, although another year of Ryanair growth and Santa Claus may be swapping his red outfit for a green cape and changing his favourite drink to a glass of the black liquid.
\n
\n
Where Could Santa Relocate To?
\n
With over sixty thousand more visitors from Europe to Lapland this winter Santa must be reaching a point where even he needs more time to himself to make all those presents and arrange the logistics of his flight on the 24th of December! But where could he realistically relocate to? For fun, let’s take a look:
\n
Kiribati
\n
Since his scheduled service starts in the Pacific Islands it would make a lot of sense to align a new property on Kiribati with a longitude reference of 173.08.48E - although a tropical island location is probably not ideal for Santa who prefers a cooler climate, but that proximity to the start of his journey could be beneficial.
\n
Puerto Williams
\n
Equally a more southerly location could be interesting, the world’s most southerly airport is in Chile at Puerto Williams (WPU) with a latitude of 54.55.52S - although being fifteen hours behind the starting point of his yearly route would take a bit of time to travel every year but does Puerto Williams have enough snow for Santa?
\n
Happy holidays everyone! 🌲
\n
\n
Recommended:
\n
\n
\n
\n
\n
\n
","rssSummary":"
When you have millions of presents to make and wrap, a fast-approaching deadline, and yearly disputes between the elves, the last thing you need is more and more visitors coming to see you before the 25th of December. But for Mr & Mrs Santa Claus, this year looks like it could be their busiest ever as visitors arrive from all over the world hoping to see the man in a red coat.
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Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
","post_body":"
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
\n
Key Summary:
\n
\n
Central Asia is the world’s fastest-growing aviation market, with capacity up nearly 500% in 20 years and a 7.7% CAGR—well above global averages.
\n
Kazakhstan is the dominant aviation market with over 50% of all airline capacity, followed by Uzbekistan with 25%.
\n
The rise of low-cost carriers have reshaped competition, pushing LCC share from 4.6% in 2015 to 21% in 2025.
\n
Growth is fuelled by liberalisation, infrastructure investment, rising incomes, and tourism.
\n
\n
\n
Explosive Growth in Domestic and International Airline Capacity
\n
Over the past two decades, Central Asia’s aviation market has expanded by nearly 500%.
\n
\n
Domestic capacity grew from 4.9 million seats in 2005 to 32.9 million in 2025, an average annual increase of 10%.
\n
International capacity shows a similarly strong trajectory, rising from 6.4 million to 34.5 million seats, an 8.8% average annual growth rate.
\n
\n
This acceleration makes Central Asia the fastest-growing region in the world, with a 7.7% CAGR - two percentage points higher than South Asia and five points above the global average.
\n
\n
\n
Kazakhstan Leads the Region
\n
Kazakhstan is the dominant aviation market in Central Asia, accounting for over half of all airline seat capacity - although it accounts for just 25% of the region’s population (according to the latest UN population data). Uzbekistan is the region’s second-largest aviation market with 25% of total capacity. It is also the most populous country in Central Asia, with 37.1 million residents - accounting for 44% of the region’s population. The region’s population is not only growing rapidly but it is also relatively young, with an average age of 26.6 years - meaning demand for air travel is likely to continue to be strong as the region’s economy continues to develop.
\n
\n
Low-Cost and Foreign Carriers Are Reshaping the Market
\n
Liberalisation across Central Asian countries has opened the door for both low-cost carriers (LCCs) and foreign airlines, dramatically changing market dynamics. Growth has also been influenced by Russian outbound travellers routing through Central Asia to reach other markets, a consequence of airspace closures imposed in response to Russia’s war in Ukraine, with direct air access to Europe remaining closed to Russian carriers.
\n
Today, 125 airlines operate in the region, though 71% of all capacity is still provided by carriers domiciled in Central Asia.
\n
LCC capacity has surged:
\n
\n
In 2015, Central Asia had the lowest LCC penetration rate globally, at just 4.6%. In 2025, this reached 21% and this is likely to continue to grow.
\n
This shift has broadened access to air travel and made it more affordable for growing middle-class populations.
\n
Comparison with other regions highlights the potential for LCCs in Central Asia.
\n
\n
\n
\n
FlyArystan, Kazakhstan’s LCC, has rapidly become the region’s largest airline, operating 10 million seats and commanding 15% of the Central Asian market.
\n
Meanwhile, sister carrier Air Astana now holds 14% of the market.
\n
Other major players include Kazakhstan’s SCAT Airlines, Uzbekistan Airways, and foreign competitors such as Ural Airlines, Turkish Airlines, and Aeroflot.
\n
\n
\n
\n
Different Countries, Different Network Strategies
\n
Domestic aviation dominates in some markets: 71% of Kazakhstan’s capacity and 66% of Turkmenistan’s is domestic, reflecting geography and state priorities.
\n
In contrast, East and Central Europe is the most important international region for Tajikistan, Uzbekistan, and Kyrgyzstan. Despite shared borders, only 4% of Central Asia’s seat capacity is intra-regional, highlighting underdeveloped cross-Central-Asian connectivity.
\n
\n
Top Country Pairs Reveal Diverging Network Focus
\n
Russia remains the most significant market for Uzbekistan, Tajikistan, and Kyrgyzstan. Capacity between these pairs is driven by:
\n
\n
labour migration flows,
\n
expanded aviation freedoms,
\n
and Russian carriers forced to reorient toward eastern markets.
\n
\n
Kazakhstan, however, has taken a distinctly more strategic path -proactively diversifying away from Russia, increasing capacity to Turkey, the UAE, and wider Asia. With more competition from non-Russian international airlines, many routes that once transited Russia are rerouting through hubs such as Istanbul, Dubai or Abu Dhabi.
\n
The 376% increase in air capacity between Uzbekistan and the UAE since 2019, driven by a new bilateral agreement and rapidly rising travel demand, indicates that Uzbekistan may also be adopting a broader geographic focus in its aviation strategy.
\n
\n
What is Driving Central Asia’s Aviation Boom?
\n
Several factors are converging to create ideal conditions for growth:
\n
\n
Liberalised aviation markets replacing state-controlled national airlines and providing greater competition
\n
Expansion of low-cost carriers, unlocking previously untapped demand
\n
Modernisation of airport infrastructure across key cities
\n
Economic development and tourism growth, increasing mobility and international flows
\n
\n
With large populations, rising incomes, and underserved air networks, Central Asia holds substantial latent demand, making it one of the most promising aviation markets in the world.
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
","rss_body":"
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
\n
Key Summary:
\n
\n
Central Asia is the world’s fastest-growing aviation market, with capacity up nearly 500% in 20 years and a 7.7% CAGR—well above global averages.
\n
Kazakhstan is the dominant aviation market with over 50% of all airline capacity, followed by Uzbekistan with 25%.
\n
The rise of low-cost carriers have reshaped competition, pushing LCC share from 4.6% in 2015 to 21% in 2025.
\n
Growth is fuelled by liberalisation, infrastructure investment, rising incomes, and tourism.
\n
\n
\n
Explosive Growth in Domestic and International Airline Capacity
\n
Over the past two decades, Central Asia’s aviation market has expanded by nearly 500%.
\n
\n
Domestic capacity grew from 4.9 million seats in 2005 to 32.9 million in 2025, an average annual increase of 10%.
\n
International capacity shows a similarly strong trajectory, rising from 6.4 million to 34.5 million seats, an 8.8% average annual growth rate.
\n
\n
This acceleration makes Central Asia the fastest-growing region in the world, with a 7.7% CAGR - two percentage points higher than South Asia and five points above the global average.
\n
\n
\n
Kazakhstan Leads the Region
\n
Kazakhstan is the dominant aviation market in Central Asia, accounting for over half of all airline seat capacity - although it accounts for just 25% of the region’s population (according to the latest UN population data). Uzbekistan is the region’s second-largest aviation market with 25% of total capacity. It is also the most populous country in Central Asia, with 37.1 million residents - accounting for 44% of the region’s population. The region’s population is not only growing rapidly but it is also relatively young, with an average age of 26.6 years - meaning demand for air travel is likely to continue to be strong as the region’s economy continues to develop.
\n
\n
Low-Cost and Foreign Carriers Are Reshaping the Market
\n
Liberalisation across Central Asian countries has opened the door for both low-cost carriers (LCCs) and foreign airlines, dramatically changing market dynamics. Growth has also been influenced by Russian outbound travellers routing through Central Asia to reach other markets, a consequence of airspace closures imposed in response to Russia’s war in Ukraine, with direct air access to Europe remaining closed to Russian carriers.
\n
Today, 125 airlines operate in the region, though 71% of all capacity is still provided by carriers domiciled in Central Asia.
\n
LCC capacity has surged:
\n
\n
In 2015, Central Asia had the lowest LCC penetration rate globally, at just 4.6%. In 2025, this reached 21% and this is likely to continue to grow.
\n
This shift has broadened access to air travel and made it more affordable for growing middle-class populations.
\n
Comparison with other regions highlights the potential for LCCs in Central Asia.
\n
\n
\n
\n
FlyArystan, Kazakhstan’s LCC, has rapidly become the region’s largest airline, operating 10 million seats and commanding 15% of the Central Asian market.
\n
Meanwhile, sister carrier Air Astana now holds 14% of the market.
\n
Other major players include Kazakhstan’s SCAT Airlines, Uzbekistan Airways, and foreign competitors such as Ural Airlines, Turkish Airlines, and Aeroflot.
\n
\n
\n
\n
Different Countries, Different Network Strategies
\n
Domestic aviation dominates in some markets: 71% of Kazakhstan’s capacity and 66% of Turkmenistan’s is domestic, reflecting geography and state priorities.
\n
In contrast, East and Central Europe is the most important international region for Tajikistan, Uzbekistan, and Kyrgyzstan. Despite shared borders, only 4% of Central Asia’s seat capacity is intra-regional, highlighting underdeveloped cross-Central-Asian connectivity.
\n
\n
Top Country Pairs Reveal Diverging Network Focus
\n
Russia remains the most significant market for Uzbekistan, Tajikistan, and Kyrgyzstan. Capacity between these pairs is driven by:
\n
\n
labour migration flows,
\n
expanded aviation freedoms,
\n
and Russian carriers forced to reorient toward eastern markets.
\n
\n
Kazakhstan, however, has taken a distinctly more strategic path -proactively diversifying away from Russia, increasing capacity to Turkey, the UAE, and wider Asia. With more competition from non-Russian international airlines, many routes that once transited Russia are rerouting through hubs such as Istanbul, Dubai or Abu Dhabi.
\n
The 376% increase in air capacity between Uzbekistan and the UAE since 2019, driven by a new bilateral agreement and rapidly rising travel demand, indicates that Uzbekistan may also be adopting a broader geographic focus in its aviation strategy.
\n
\n
What is Driving Central Asia’s Aviation Boom?
\n
Several factors are converging to create ideal conditions for growth:
\n
\n
Liberalised aviation markets replacing state-controlled national airlines and providing greater competition
\n
Expansion of low-cost carriers, unlocking previously untapped demand
\n
Modernisation of airport infrastructure across key cities
\n
Economic development and tourism growth, increasing mobility and international flows
\n
\n
With large populations, rising incomes, and underserved air networks, Central Asia holds substantial latent demand, making it one of the most promising aviation markets in the world.
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Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
\n
Key Summary:
\n
\n
Central Asia is the world’s fastest-growing aviation market, with capacity up nearly 500% in 20 years and a 7.7% CAGR—well above global averages.
\n
Kazakhstan is the dominant aviation market with over 50% of all airline capacity, followed by Uzbekistan with 25%.
\n
The rise of low-cost carriers have reshaped competition, pushing LCC share from 4.6% in 2015 to 21% in 2025.
\n
Growth is fuelled by liberalisation, infrastructure investment, rising incomes, and tourism.
\n
\n
\n
Explosive Growth in Domestic and International Airline Capacity
\n
Over the past two decades, Central Asia’s aviation market has expanded by nearly 500%.
\n
\n
Domestic capacity grew from 4.9 million seats in 2005 to 32.9 million in 2025, an average annual increase of 10%.
\n
International capacity shows a similarly strong trajectory, rising from 6.4 million to 34.5 million seats, an 8.8% average annual growth rate.
\n
\n
This acceleration makes Central Asia the fastest-growing region in the world, with a 7.7% CAGR - two percentage points higher than South Asia and five points above the global average.
\n
\n
\n
Kazakhstan Leads the Region
\n
Kazakhstan is the dominant aviation market in Central Asia, accounting for over half of all airline seat capacity - although it accounts for just 25% of the region’s population (according to the latest UN population data). Uzbekistan is the region’s second-largest aviation market with 25% of total capacity. It is also the most populous country in Central Asia, with 37.1 million residents - accounting for 44% of the region’s population. The region’s population is not only growing rapidly but it is also relatively young, with an average age of 26.6 years - meaning demand for air travel is likely to continue to be strong as the region’s economy continues to develop.
\n
\n
Low-Cost and Foreign Carriers Are Reshaping the Market
\n
Liberalisation across Central Asian countries has opened the door for both low-cost carriers (LCCs) and foreign airlines, dramatically changing market dynamics. Growth has also been influenced by Russian outbound travellers routing through Central Asia to reach other markets, a consequence of airspace closures imposed in response to Russia’s war in Ukraine, with direct air access to Europe remaining closed to Russian carriers.
\n
Today, 125 airlines operate in the region, though 71% of all capacity is still provided by carriers domiciled in Central Asia.
\n
LCC capacity has surged:
\n
\n
In 2015, Central Asia had the lowest LCC penetration rate globally, at just 4.6%. In 2025, this reached 21% and this is likely to continue to grow.
\n
This shift has broadened access to air travel and made it more affordable for growing middle-class populations.
\n
Comparison with other regions highlights the potential for LCCs in Central Asia.
\n
\n
\n
\n
FlyArystan, Kazakhstan’s LCC, has rapidly become the region’s largest airline, operating 10 million seats and commanding 15% of the Central Asian market.
\n
Meanwhile, sister carrier Air Astana now holds 14% of the market.
\n
Other major players include Kazakhstan’s SCAT Airlines, Uzbekistan Airways, and foreign competitors such as Ural Airlines, Turkish Airlines, and Aeroflot.
\n
\n
\n
\n
Different Countries, Different Network Strategies
\n
Domestic aviation dominates in some markets: 71% of Kazakhstan’s capacity and 66% of Turkmenistan’s is domestic, reflecting geography and state priorities.
\n
In contrast, East and Central Europe is the most important international region for Tajikistan, Uzbekistan, and Kyrgyzstan. Despite shared borders, only 4% of Central Asia’s seat capacity is intra-regional, highlighting underdeveloped cross-Central-Asian connectivity.
\n
\n
Top Country Pairs Reveal Diverging Network Focus
\n
Russia remains the most significant market for Uzbekistan, Tajikistan, and Kyrgyzstan. Capacity between these pairs is driven by:
\n
\n
labour migration flows,
\n
expanded aviation freedoms,
\n
and Russian carriers forced to reorient toward eastern markets.
\n
\n
Kazakhstan, however, has taken a distinctly more strategic path -proactively diversifying away from Russia, increasing capacity to Turkey, the UAE, and wider Asia. With more competition from non-Russian international airlines, many routes that once transited Russia are rerouting through hubs such as Istanbul, Dubai or Abu Dhabi.
\n
The 376% increase in air capacity between Uzbekistan and the UAE since 2019, driven by a new bilateral agreement and rapidly rising travel demand, indicates that Uzbekistan may also be adopting a broader geographic focus in its aviation strategy.
\n
\n
What is Driving Central Asia’s Aviation Boom?
\n
Several factors are converging to create ideal conditions for growth:
\n
\n
Liberalised aviation markets replacing state-controlled national airlines and providing greater competition
\n
Expansion of low-cost carriers, unlocking previously untapped demand
\n
Modernisation of airport infrastructure across key cities
\n
Economic development and tourism growth, increasing mobility and international flows
\n
\n
With large populations, rising incomes, and underserved air networks, Central Asia holds substantial latent demand, making it one of the most promising aviation markets in the world.
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
\n
Key Summary:
\n
\n
Central Asia is the world’s fastest-growing aviation market, with capacity up nearly 500% in 20 years and a 7.7% CAGR—well above global averages.
\n
Kazakhstan is the dominant aviation market with over 50% of all airline capacity, followed by Uzbekistan with 25%.
\n
The rise of low-cost carriers have reshaped competition, pushing LCC share from 4.6% in 2015 to 21% in 2025.
\n
Growth is fuelled by liberalisation, infrastructure investment, rising incomes, and tourism.
\n
\n
\n
Explosive Growth in Domestic and International Airline Capacity
\n
Over the past two decades, Central Asia’s aviation market has expanded by nearly 500%.
\n
\n
Domestic capacity grew from 4.9 million seats in 2005 to 32.9 million in 2025, an average annual increase of 10%.
\n
International capacity shows a similarly strong trajectory, rising from 6.4 million to 34.5 million seats, an 8.8% average annual growth rate.
\n
\n
This acceleration makes Central Asia the fastest-growing region in the world, with a 7.7% CAGR - two percentage points higher than South Asia and five points above the global average.
\n
\n
\n
Kazakhstan Leads the Region
\n
Kazakhstan is the dominant aviation market in Central Asia, accounting for over half of all airline seat capacity - although it accounts for just 25% of the region’s population (according to the latest UN population data). Uzbekistan is the region’s second-largest aviation market with 25% of total capacity. It is also the most populous country in Central Asia, with 37.1 million residents - accounting for 44% of the region’s population. The region’s population is not only growing rapidly but it is also relatively young, with an average age of 26.6 years - meaning demand for air travel is likely to continue to be strong as the region’s economy continues to develop.
\n
\n
Low-Cost and Foreign Carriers Are Reshaping the Market
\n
Liberalisation across Central Asian countries has opened the door for both low-cost carriers (LCCs) and foreign airlines, dramatically changing market dynamics. Growth has also been influenced by Russian outbound travellers routing through Central Asia to reach other markets, a consequence of airspace closures imposed in response to Russia’s war in Ukraine, with direct air access to Europe remaining closed to Russian carriers.
\n
Today, 125 airlines operate in the region, though 71% of all capacity is still provided by carriers domiciled in Central Asia.
\n
LCC capacity has surged:
\n
\n
In 2015, Central Asia had the lowest LCC penetration rate globally, at just 4.6%. In 2025, this reached 21% and this is likely to continue to grow.
\n
This shift has broadened access to air travel and made it more affordable for growing middle-class populations.
\n
Comparison with other regions highlights the potential for LCCs in Central Asia.
\n
\n
\n
\n
FlyArystan, Kazakhstan’s LCC, has rapidly become the region’s largest airline, operating 10 million seats and commanding 15% of the Central Asian market.
\n
Meanwhile, sister carrier Air Astana now holds 14% of the market.
\n
Other major players include Kazakhstan’s SCAT Airlines, Uzbekistan Airways, and foreign competitors such as Ural Airlines, Turkish Airlines, and Aeroflot.
\n
\n
\n
\n
Different Countries, Different Network Strategies
\n
Domestic aviation dominates in some markets: 71% of Kazakhstan’s capacity and 66% of Turkmenistan’s is domestic, reflecting geography and state priorities.
\n
In contrast, East and Central Europe is the most important international region for Tajikistan, Uzbekistan, and Kyrgyzstan. Despite shared borders, only 4% of Central Asia’s seat capacity is intra-regional, highlighting underdeveloped cross-Central-Asian connectivity.
\n
\n
Top Country Pairs Reveal Diverging Network Focus
\n
Russia remains the most significant market for Uzbekistan, Tajikistan, and Kyrgyzstan. Capacity between these pairs is driven by:
\n
\n
labour migration flows,
\n
expanded aviation freedoms,
\n
and Russian carriers forced to reorient toward eastern markets.
\n
\n
Kazakhstan, however, has taken a distinctly more strategic path -proactively diversifying away from Russia, increasing capacity to Turkey, the UAE, and wider Asia. With more competition from non-Russian international airlines, many routes that once transited Russia are rerouting through hubs such as Istanbul, Dubai or Abu Dhabi.
\n
The 376% increase in air capacity between Uzbekistan and the UAE since 2019, driven by a new bilateral agreement and rapidly rising travel demand, indicates that Uzbekistan may also be adopting a broader geographic focus in its aviation strategy.
\n
\n
What is Driving Central Asia’s Aviation Boom?
\n
Several factors are converging to create ideal conditions for growth:
\n
\n
Liberalised aviation markets replacing state-controlled national airlines and providing greater competition
\n
Expansion of low-cost carriers, unlocking previously untapped demand
\n
Modernisation of airport infrastructure across key cities
\n
Economic development and tourism growth, increasing mobility and international flows
\n
\n
With large populations, rising incomes, and underserved air networks, Central Asia holds substantial latent demand, making it one of the most promising aviation markets in the world.
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
","postSummaryRss":"
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"yFCSVQet","previousPostFeaturedImage":"https://www.oag.com/hubfs/Santa%20relocation%20blog%20image.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Flying North for Christmas: How Airline Capacity to Lapland Is Taking Off","previousPostSlug":"blog/flying-north-for-christmas-how-airline-capacity-to-lapland-is-taking-off","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1765468355000,"publishDateLocalTime":1765468355000,"publishDateLocalized":{"date":1765468355000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1765468355526,"publishedByEmail":null,"publishedById":11440745,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/central-asia-worlds-fastest-growing-aviation-market","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
\n
Key Summary:
\n
\n
Central Asia is the world’s fastest-growing aviation market, with capacity up nearly 500% in 20 years and a 7.7% CAGR—well above global averages.
\n
Kazakhstan is the dominant aviation market with over 50% of all airline capacity, followed by Uzbekistan with 25%.
\n
The rise of low-cost carriers have reshaped competition, pushing LCC share from 4.6% in 2015 to 21% in 2025.
\n
Growth is fuelled by liberalisation, infrastructure investment, rising incomes, and tourism.
\n
\n
\n
Explosive Growth in Domestic and International Airline Capacity
\n
Over the past two decades, Central Asia’s aviation market has expanded by nearly 500%.
\n
\n
Domestic capacity grew from 4.9 million seats in 2005 to 32.9 million in 2025, an average annual increase of 10%.
\n
International capacity shows a similarly strong trajectory, rising from 6.4 million to 34.5 million seats, an 8.8% average annual growth rate.
\n
\n
This acceleration makes Central Asia the fastest-growing region in the world, with a 7.7% CAGR - two percentage points higher than South Asia and five points above the global average.
\n
\n
\n
Kazakhstan Leads the Region
\n
Kazakhstan is the dominant aviation market in Central Asia, accounting for over half of all airline seat capacity - although it accounts for just 25% of the region’s population (according to the latest UN population data). Uzbekistan is the region’s second-largest aviation market with 25% of total capacity. It is also the most populous country in Central Asia, with 37.1 million residents - accounting for 44% of the region’s population. The region’s population is not only growing rapidly but it is also relatively young, with an average age of 26.6 years - meaning demand for air travel is likely to continue to be strong as the region’s economy continues to develop.
\n
\n
Low-Cost and Foreign Carriers Are Reshaping the Market
\n
Liberalisation across Central Asian countries has opened the door for both low-cost carriers (LCCs) and foreign airlines, dramatically changing market dynamics. Growth has also been influenced by Russian outbound travellers routing through Central Asia to reach other markets, a consequence of airspace closures imposed in response to Russia’s war in Ukraine, with direct air access to Europe remaining closed to Russian carriers.
\n
Today, 125 airlines operate in the region, though 71% of all capacity is still provided by carriers domiciled in Central Asia.
\n
LCC capacity has surged:
\n
\n
In 2015, Central Asia had the lowest LCC penetration rate globally, at just 4.6%. In 2025, this reached 21% and this is likely to continue to grow.
\n
This shift has broadened access to air travel and made it more affordable for growing middle-class populations.
\n
Comparison with other regions highlights the potential for LCCs in Central Asia.
\n
\n
\n
\n
FlyArystan, Kazakhstan’s LCC, has rapidly become the region’s largest airline, operating 10 million seats and commanding 15% of the Central Asian market.
\n
Meanwhile, sister carrier Air Astana now holds 14% of the market.
\n
Other major players include Kazakhstan’s SCAT Airlines, Uzbekistan Airways, and foreign competitors such as Ural Airlines, Turkish Airlines, and Aeroflot.
\n
\n
\n
\n
Different Countries, Different Network Strategies
\n
Domestic aviation dominates in some markets: 71% of Kazakhstan’s capacity and 66% of Turkmenistan’s is domestic, reflecting geography and state priorities.
\n
In contrast, East and Central Europe is the most important international region for Tajikistan, Uzbekistan, and Kyrgyzstan. Despite shared borders, only 4% of Central Asia’s seat capacity is intra-regional, highlighting underdeveloped cross-Central-Asian connectivity.
\n
\n
Top Country Pairs Reveal Diverging Network Focus
\n
Russia remains the most significant market for Uzbekistan, Tajikistan, and Kyrgyzstan. Capacity between these pairs is driven by:
\n
\n
labour migration flows,
\n
expanded aviation freedoms,
\n
and Russian carriers forced to reorient toward eastern markets.
\n
\n
Kazakhstan, however, has taken a distinctly more strategic path -proactively diversifying away from Russia, increasing capacity to Turkey, the UAE, and wider Asia. With more competition from non-Russian international airlines, many routes that once transited Russia are rerouting through hubs such as Istanbul, Dubai or Abu Dhabi.
\n
The 376% increase in air capacity between Uzbekistan and the UAE since 2019, driven by a new bilateral agreement and rapidly rising travel demand, indicates that Uzbekistan may also be adopting a broader geographic focus in its aviation strategy.
\n
\n
What is Driving Central Asia’s Aviation Boom?
\n
Several factors are converging to create ideal conditions for growth:
\n
\n
Liberalised aviation markets replacing state-controlled national airlines and providing greater competition
\n
Expansion of low-cost carriers, unlocking previously untapped demand
\n
Modernisation of airport infrastructure across key cities
\n
Economic development and tourism growth, increasing mobility and international flows
\n
\n
With large populations, rising incomes, and underserved air networks, Central Asia holds substantial latent demand, making it one of the most promising aviation markets in the world.
Central Asia may be the smallest aviation region globally, with 33.7 million scheduled seats in 2025, but it is leading the world in growth. Leveraging OAG’s unique historical airline capacity data set, with a 20-year view, we explore what’s behind this rapid expansion and how the competitive landscape is evolving.
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On-Time Performance (OTP) Results for Global Airlines | Aviation Market Analysis | OAG","id":202110506029,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"On-Time Perfomance: November's Most Punctual Airlines","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":"","linkRelCanonicalUrl":"","listTemplate":"generated_layouts/66381677173.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"html_title":"November's On-Time Performance (OTP) Results for Global Airlines | Aviation Market Analysis | OAG","public_access_rules":[],"public_access_rules_enabled":false,"use_featured_image":true,"keywords":[],"tag_ids":[66382214546],"topic_ids":[66382214546],"post_summary":"
November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
\n","post_body":"
November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
\n\n
Highlights from the latest OTP monthly data:
\n
\n
Hainan Airlines tops the major airline* OTP rankings, achieving 88.65% on-time performance, and operating 21,863 flights in the month.
\n
Latin America's Aeromexico are the large airline** achieving the highest OTP (91.67%), operating 15,223 flights of which only eight were cancelled.
ITA Airways were the standout performer in November with only two flights cancelled and an OTP rate of 88.49%.
\n
Turkish carrier SunExpress reported no cancellations in the month and an OTP level of 88.13%.
\n
Among the low-cost carriers (LCCs), Wizz Air had the highest OTP level at 86.72% with only 19 cancellations in the month.
\n
\n
\n
With FAA-imposed restrictions on flights in November many of the US major airlines reported higher than normal rates of cancellations - American Airlines cancelled nearly 5,500 flights (2.99%) and United Airlines 4,043 services (2.81%).
\n
\n
\n
*Major airline = operating more than 20,000 flights in the month **Large airline = operating between 10,000 and 20,000 flights in the month
\n
Congratulations to the top three major airlines achieving the best OTP in November:
\n
🥇 Hainan Airlines 🥈 China Southern Airlines 🥉 SAS Scandinavian Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
How is Airline OTP Calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","rss_summary":"
November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
\n","rss_body":"
November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
\n\n
Highlights from the latest OTP monthly data:
\n
\n
Hainan Airlines tops the major airline* OTP rankings, achieving 88.65% on-time performance, and operating 21,863 flights in the month.
\n
Latin America's Aeromexico are the large airline** achieving the highest OTP (91.67%), operating 15,223 flights of which only eight were cancelled.
ITA Airways were the standout performer in November with only two flights cancelled and an OTP rate of 88.49%.
\n
Turkish carrier SunExpress reported no cancellations in the month and an OTP level of 88.13%.
\n
Among the low-cost carriers (LCCs), Wizz Air had the highest OTP level at 86.72% with only 19 cancellations in the month.
\n
\n
\n
With FAA-imposed restrictions on flights in November many of the US major airlines reported higher than normal rates of cancellations - American Airlines cancelled nearly 5,500 flights (2.99%) and United Airlines 4,043 services (2.81%).
\n
\n
\n
*Major airline = operating more than 20,000 flights in the month **Large airline = operating between 10,000 and 20,000 flights in the month
\n
Congratulations to the top three major airlines achieving the best OTP in November:
\n
🥇 Hainan Airlines 🥈 China Southern Airlines 🥉 SAS Scandinavian Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
How is Airline OTP Calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
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November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
\n\n
Highlights from the latest OTP monthly data:
\n
\n
Hainan Airlines tops the major airline* OTP rankings, achieving 88.65% on-time performance, and operating 21,863 flights in the month.
\n
Latin America's Aeromexico are the large airline** achieving the highest OTP (91.67%), operating 15,223 flights of which only eight were cancelled.
ITA Airways were the standout performer in November with only two flights cancelled and an OTP rate of 88.49%.
\n
Turkish carrier SunExpress reported no cancellations in the month and an OTP level of 88.13%.
\n
Among the low-cost carriers (LCCs), Wizz Air had the highest OTP level at 86.72% with only 19 cancellations in the month.
\n
\n
\n
With FAA-imposed restrictions on flights in November many of the US major airlines reported higher than normal rates of cancellations - American Airlines cancelled nearly 5,500 flights (2.99%) and United Airlines 4,043 services (2.81%).
\n
\n
\n
*Major airline = operating more than 20,000 flights in the month **Large airline = operating between 10,000 and 20,000 flights in the month
\n
Congratulations to the top three major airlines achieving the best OTP in November:
\n
🥇 Hainan Airlines 🥈 China Southern Airlines 🥉 SAS Scandinavian Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
How is Airline OTP Calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","postBodyRss":"
November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
\n\n
Highlights from the latest OTP monthly data:
\n
\n
Hainan Airlines tops the major airline* OTP rankings, achieving 88.65% on-time performance, and operating 21,863 flights in the month.
\n
Latin America's Aeromexico are the large airline** achieving the highest OTP (91.67%), operating 15,223 flights of which only eight were cancelled.
ITA Airways were the standout performer in November with only two flights cancelled and an OTP rate of 88.49%.
\n
Turkish carrier SunExpress reported no cancellations in the month and an OTP level of 88.13%.
\n
Among the low-cost carriers (LCCs), Wizz Air had the highest OTP level at 86.72% with only 19 cancellations in the month.
\n
\n
\n
With FAA-imposed restrictions on flights in November many of the US major airlines reported higher than normal rates of cancellations - American Airlines cancelled nearly 5,500 flights (2.99%) and United Airlines 4,043 services (2.81%).
\n
\n
\n
*Major airline = operating more than 20,000 flights in the month **Large airline = operating between 10,000 and 20,000 flights in the month
\n
Congratulations to the top three major airlines achieving the best OTP in November:
\n
🥇 Hainan Airlines 🥈 China Southern Airlines 🥉 SAS Scandinavian Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
How is Airline OTP Calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","postEmailContent":"
November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
ITA Airways were the standout performer in November with only two flights cancelled and an OTP rate of 88.49%.
\n
Turkish carrier SunExpress reported no cancellations in the month and an OTP level of 88.13%.
\n
Among the low-cost carriers (LCCs), Wizz Air had the highest OTP level at 86.72% with only 19 cancellations in the month.
\n
\n
\n
With FAA-imposed restrictions on flights in November many of the US major airlines reported higher than normal rates of cancellations - American Airlines cancelled nearly 5,500 flights (2.99%) and United Airlines 4,043 services (2.81%).
\n
\n
\n
*Major airline = operating more than 20,000 flights in the month **Large airline = operating between 10,000 and 20,000 flights in the month
\n
Congratulations to the top three major airlines achieving the best OTP in November:
\n
🥇 Hainan Airlines 🥈 China Southern Airlines 🥉 SAS Scandinavian Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
How is Airline OTP Calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","rssSummary":"
November's on-time performance (OTP) rankings have touched down! The OTP data shows the percentage of flights that have arrived on schedule.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n\n
The panel discussed:
\n
\n
Global airline capacity trends and where growth is taking place right now
\n
New developments to come in 2026 in the airline community
\n
The airlines to watch in the year ahead
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity growth for the year to date remains steady at 3.1% ahead of last year.
\n
Q1 2026 is currently 3.6% ahead of Q1 2025.
\n
\n
\n
Which aviation markets led growth in 2025?
\n
\n
Central Asia and North Africa led growth in 2025, with some markets still to shake off the impact from the pandemic:
\n
\n
\n
Growth appears steady across most markets this winter
\n
\n
Domestic aviation markets in Asia, Latin America and Australia are seeing strongest growth of almost 4% compared to last winter.
\n
The Middle East is also strong, but impacted by missing data in Iran - if we strip out this effect, domestic growth is almost 10% ahead.
\n
International growth is strongest in the Middle East, Africa, and Southwest Pacific.
\n
\n
\n
Some turbulence emerging in North-East Asia
\n
\n
On 14 November, China issued a travel advisory, urging its citizens not to travel to Japan following a diplomatic dispute between the two countries. This was followed by a further warning to Chinese citizens from the Chinese Embassy in Tokyo, raising security concerns about travel in Japan.
\n
Capacity between the two countries has seen a significant fall in the last four weeks for the rest of the winter season (December –the end of March), with seats down by 18% compared to the position before the announcements. Before this, 82% of capacity was operated by Chinese carriers, and they have reduced capacity by 19% for the rest of the season. This may reduce further in the coming weeks.
\n
\n
\n
What does the Low-cost Carrier (LCC) landscape look like in Europe?
\n
\n
In 5 of the Top 10 LCC markets in Europe, Ryanair has the largest share.
\n
This is highest in Italy, where they operate 57% of capacity.
\n
Only Norway has a more dominant carrier, Norwegian, who operate 85% of capacity.
\n
In Poland, Ryanair also operate over 50% of capacity.
\n
\n
\n
WHAT DOES THE LCC LANDSCAPE LOOK LIKE IN the US?
\n
\n
Meanwhile, in the US, LCC access to major hubs remains limited. The panel explores the data and discusses the reasons why the US's biggest airports are still difficult markets for LCCs to operate in:
\n
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n\n
The panel discussed:
\n
\n
Global airline capacity trends and where growth is taking place right now
\n
New developments to come in 2026 in the airline community
\n
The airlines to watch in the year ahead
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity growth for the year to date remains steady at 3.1% ahead of last year.
\n
Q1 2026 is currently 3.6% ahead of Q1 2025.
\n
\n
\n
Which aviation markets led growth in 2025?
\n
\n
Central Asia and North Africa led growth in 2025, with some markets still to shake off the impact from the pandemic:
\n
\n
\n
Growth appears steady across most markets this winter
\n
\n
Domestic aviation markets in Asia, Latin America and Australia are seeing strongest growth of almost 4% compared to last winter.
\n
The Middle East is also strong, but impacted by missing data in Iran - if we strip out this effect, domestic growth is almost 10% ahead.
\n
International growth is strongest in the Middle East, Africa, and Southwest Pacific.
\n
\n
\n
Some turbulence emerging in North-East Asia
\n
\n
On 14 November, China issued a travel advisory, urging its citizens not to travel to Japan following a diplomatic dispute between the two countries. This was followed by a further warning to Chinese citizens from the Chinese Embassy in Tokyo, raising security concerns about travel in Japan.
\n
Capacity between the two countries has seen a significant fall in the last four weeks for the rest of the winter season (December –the end of March), with seats down by 18% compared to the position before the announcements. Before this, 82% of capacity was operated by Chinese carriers, and they have reduced capacity by 19% for the rest of the season. This may reduce further in the coming weeks.
\n
\n
\n
What does the Low-cost Carrier (LCC) landscape look like in Europe?
\n
\n
In 5 of the Top 10 LCC markets in Europe, Ryanair has the largest share.
\n
This is highest in Italy, where they operate 57% of capacity.
\n
Only Norway has a more dominant carrier, Norwegian, who operate 85% of capacity.
\n
In Poland, Ryanair also operate over 50% of capacity.
\n
\n
\n
WHAT DOES THE LCC LANDSCAPE LOOK LIKE IN the US?
\n
\n
Meanwhile, in the US, LCC access to major hubs remains limited. The panel explores the data and discusses the reasons why the US's biggest airports are still difficult markets for LCCs to operate in:
\n
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n\n
The panel discussed:
\n
\n
Global airline capacity trends and where growth is taking place right now
\n
New developments to come in 2026 in the airline community
\n
The airlines to watch in the year ahead
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity growth for the year to date remains steady at 3.1% ahead of last year.
\n
Q1 2026 is currently 3.6% ahead of Q1 2025.
\n
\n
\n
Which aviation markets led growth in 2025?
\n
\n
Central Asia and North Africa led growth in 2025, with some markets still to shake off the impact from the pandemic:
\n
\n
\n
Growth appears steady across most markets this winter
\n
\n
Domestic aviation markets in Asia, Latin America and Australia are seeing strongest growth of almost 4% compared to last winter.
\n
The Middle East is also strong, but impacted by missing data in Iran - if we strip out this effect, domestic growth is almost 10% ahead.
\n
International growth is strongest in the Middle East, Africa, and Southwest Pacific.
\n
\n
\n
Some turbulence emerging in North-East Asia
\n
\n
On 14 November, China issued a travel advisory, urging its citizens not to travel to Japan following a diplomatic dispute between the two countries. This was followed by a further warning to Chinese citizens from the Chinese Embassy in Tokyo, raising security concerns about travel in Japan.
\n
Capacity between the two countries has seen a significant fall in the last four weeks for the rest of the winter season (December –the end of March), with seats down by 18% compared to the position before the announcements. Before this, 82% of capacity was operated by Chinese carriers, and they have reduced capacity by 19% for the rest of the season. This may reduce further in the coming weeks.
\n
\n
\n
What does the Low-cost Carrier (LCC) landscape look like in Europe?
\n
\n
In 5 of the Top 10 LCC markets in Europe, Ryanair has the largest share.
\n
This is highest in Italy, where they operate 57% of capacity.
\n
Only Norway has a more dominant carrier, Norwegian, who operate 85% of capacity.
\n
In Poland, Ryanair also operate over 50% of capacity.
\n
\n
\n
WHAT DOES THE LCC LANDSCAPE LOOK LIKE IN the US?
\n
\n
Meanwhile, in the US, LCC access to major hubs remains limited. The panel explores the data and discusses the reasons why the US's biggest airports are still difficult markets for LCCs to operate in:
\n
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n\n
The panel discussed:
\n
\n
Global airline capacity trends and where growth is taking place right now
\n
New developments to come in 2026 in the airline community
\n
The airlines to watch in the year ahead
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity growth for the year to date remains steady at 3.1% ahead of last year.
\n
Q1 2026 is currently 3.6% ahead of Q1 2025.
\n
\n
\n
Which aviation markets led growth in 2025?
\n
\n
Central Asia and North Africa led growth in 2025, with some markets still to shake off the impact from the pandemic:
\n
\n
\n
Growth appears steady across most markets this winter
\n
\n
Domestic aviation markets in Asia, Latin America and Australia are seeing strongest growth of almost 4% compared to last winter.
\n
The Middle East is also strong, but impacted by missing data in Iran - if we strip out this effect, domestic growth is almost 10% ahead.
\n
International growth is strongest in the Middle East, Africa, and Southwest Pacific.
\n
\n
\n
Some turbulence emerging in North-East Asia
\n
\n
On 14 November, China issued a travel advisory, urging its citizens not to travel to Japan following a diplomatic dispute between the two countries. This was followed by a further warning to Chinese citizens from the Chinese Embassy in Tokyo, raising security concerns about travel in Japan.
\n
Capacity between the two countries has seen a significant fall in the last four weeks for the rest of the winter season (December –the end of March), with seats down by 18% compared to the position before the announcements. Before this, 82% of capacity was operated by Chinese carriers, and they have reduced capacity by 19% for the rest of the season. This may reduce further in the coming weeks.
\n
\n
\n
What does the Low-cost Carrier (LCC) landscape look like in Europe?
\n
\n
In 5 of the Top 10 LCC markets in Europe, Ryanair has the largest share.
\n
This is highest in Italy, where they operate 57% of capacity.
\n
Only Norway has a more dominant carrier, Norwegian, who operate 85% of capacity.
\n
In Poland, Ryanair also operate over 50% of capacity.
\n
\n
\n
WHAT DOES THE LCC LANDSCAPE LOOK LIKE IN the US?
\n
\n
Meanwhile, in the US, LCC access to major hubs remains limited. The panel explores the data and discusses the reasons why the US's biggest airports are still difficult markets for LCCs to operate in:
\n
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n\n
The panel discussed:
\n
\n
Global airline capacity trends and where growth is taking place right now
\n
New developments to come in 2026 in the airline community
\n
The airlines to watch in the year ahead
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity growth for the year to date remains steady at 3.1% ahead of last year.
\n
Q1 2026 is currently 3.6% ahead of Q1 2025.
\n
\n
\n
Which aviation markets led growth in 2025?
\n
\n
Central Asia and North Africa led growth in 2025, with some markets still to shake off the impact from the pandemic:
\n
\n
\n
Growth appears steady across most markets this winter
\n
\n
Domestic aviation markets in Asia, Latin America and Australia are seeing strongest growth of almost 4% compared to last winter.
\n
The Middle East is also strong, but impacted by missing data in Iran - if we strip out this effect, domestic growth is almost 10% ahead.
\n
International growth is strongest in the Middle East, Africa, and Southwest Pacific.
\n
\n
\n
Some turbulence emerging in North-East Asia
\n
\n
On 14 November, China issued a travel advisory, urging its citizens not to travel to Japan following a diplomatic dispute between the two countries. This was followed by a further warning to Chinese citizens from the Chinese Embassy in Tokyo, raising security concerns about travel in Japan.
\n
Capacity between the two countries has seen a significant fall in the last four weeks for the rest of the winter season (December –the end of March), with seats down by 18% compared to the position before the announcements. Before this, 82% of capacity was operated by Chinese carriers, and they have reduced capacity by 19% for the rest of the season. This may reduce further in the coming weeks.
\n
\n
\n
What does the Low-cost Carrier (LCC) landscape look like in Europe?
\n
\n
In 5 of the Top 10 LCC markets in Europe, Ryanair has the largest share.
\n
This is highest in Italy, where they operate 57% of capacity.
\n
Only Norway has a more dominant carrier, Norwegian, who operate 85% of capacity.
\n
In Poland, Ryanair also operate over 50% of capacity.
\n
\n
\n
WHAT DOES THE LCC LANDSCAPE LOOK LIKE IN the US?
\n
\n
Meanwhile, in the US, LCC access to major hubs remains limited. The panel explores the data and discusses the reasons why the US's biggest airports are still difficult markets for LCCs to operate in:
\n
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n\n
The panel discussed:
\n
\n
Global airline capacity trends and where growth is taking place right now
\n
New developments to come in 2026 in the airline community
\n
The airlines to watch in the year ahead
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity growth for the year to date remains steady at 3.1% ahead of last year.
\n
Q1 2026 is currently 3.6% ahead of Q1 2025.
\n
\n
\n
Which aviation markets led growth in 2025?
\n
\n
Central Asia and North Africa led growth in 2025, with some markets still to shake off the impact from the pandemic:
\n
\n
\n
Growth appears steady across most markets this winter
\n
\n
Domestic aviation markets in Asia, Latin America and Australia are seeing strongest growth of almost 4% compared to last winter.
\n
The Middle East is also strong, but impacted by missing data in Iran - if we strip out this effect, domestic growth is almost 10% ahead.
\n
International growth is strongest in the Middle East, Africa, and Southwest Pacific.
\n
\n
\n
Some turbulence emerging in North-East Asia
\n
\n
On 14 November, China issued a travel advisory, urging its citizens not to travel to Japan following a diplomatic dispute between the two countries. This was followed by a further warning to Chinese citizens from the Chinese Embassy in Tokyo, raising security concerns about travel in Japan.
\n
Capacity between the two countries has seen a significant fall in the last four weeks for the rest of the winter season (December –the end of March), with seats down by 18% compared to the position before the announcements. Before this, 82% of capacity was operated by Chinese carriers, and they have reduced capacity by 19% for the rest of the season. This may reduce further in the coming weeks.
\n
\n
\n
What does the Low-cost Carrier (LCC) landscape look like in Europe?
\n
\n
In 5 of the Top 10 LCC markets in Europe, Ryanair has the largest share.
\n
This is highest in Italy, where they operate 57% of capacity.
\n
Only Norway has a more dominant carrier, Norwegian, who operate 85% of capacity.
\n
In Poland, Ryanair also operate over 50% of capacity.
\n
\n
\n
WHAT DOES THE LCC LANDSCAPE LOOK LIKE IN the US?
\n
\n
Meanwhile, in the US, LCC access to major hubs remains limited. The panel explores the data and discusses the reasons why the US's biggest airports are still difficult markets for LCCs to operate in:
\n
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
\n\n
The panel discussed:
\n
\n
Global airline capacity trends and where growth is taking place right now
\n
New developments to come in 2026 in the airline community
\n
The airlines to watch in the year ahead
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity growth for the year to date remains steady at 3.1% ahead of last year.
\n
Q1 2026 is currently 3.6% ahead of Q1 2025.
\n
\n
\n
Which aviation markets led growth in 2025?
\n
\n
Central Asia and North Africa led growth in 2025, with some markets still to shake off the impact from the pandemic:
\n
\n
\n
Growth appears steady across most markets this winter
\n
\n
Domestic aviation markets in Asia, Latin America and Australia are seeing strongest growth of almost 4% compared to last winter.
\n
The Middle East is also strong, but impacted by missing data in Iran - if we strip out this effect, domestic growth is almost 10% ahead.
\n
International growth is strongest in the Middle East, Africa, and Southwest Pacific.
\n
\n
\n
Some turbulence emerging in North-East Asia
\n
\n
On 14 November, China issued a travel advisory, urging its citizens not to travel to Japan following a diplomatic dispute between the two countries. This was followed by a further warning to Chinese citizens from the Chinese Embassy in Tokyo, raising security concerns about travel in Japan.
\n
Capacity between the two countries has seen a significant fall in the last four weeks for the rest of the winter season (December –the end of March), with seats down by 18% compared to the position before the announcements. Before this, 82% of capacity was operated by Chinese carriers, and they have reduced capacity by 19% for the rest of the season. This may reduce further in the coming weeks.
\n
\n
\n
What does the Low-cost Carrier (LCC) landscape look like in Europe?
\n
\n
In 5 of the Top 10 LCC markets in Europe, Ryanair has the largest share.
\n
This is highest in Italy, where they operate 57% of capacity.
\n
Only Norway has a more dominant carrier, Norwegian, who operate 85% of capacity.
\n
In Poland, Ryanair also operate over 50% of capacity.
\n
\n
\n
WHAT DOES THE LCC LANDSCAPE LOOK LIKE IN the US?
\n
\n
Meanwhile, in the US, LCC access to major hubs remains limited. The panel explores the data and discusses the reasons why the US's biggest airports are still difficult markets for LCCs to operate in:
\n
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Sanja Ples (CEO, ch-aviation) and Jon Howey (Deputy COO & Head of Aviation Risk, CALC) to discuss the year in aviation and explore the trends that may shape the industry in 2026.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n\n
The panel discussed:
\n
\n
What is driving the rapid growth of air services in Colombia
\n
Who is travelling internationally and to where
\n
Airline expansion strategies - examining the players, their approaches, and the reasons behind them
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth for the year to date remains steady, at 3% ahead of last year.
\n
NOTE: 2025 is the yellow line, 2024 is the grey line, 2019 is the black line, and the green dotted line shows where capacity would have been had pre-2019 growth trends continued.
\n
\n
\n
Colombia: A market overview
\n
Next, the panel gave some context on Colombia's market in capacity terms:
\n
\n
This month, Colombia is the 23rd largest market in capacity terms globally, with 10.7m seats across both domestic and international markets.
\n
Only Brazil and Mexico are bigger in terms of Latin America competitors, driven by their much larger populations leading to very large domestic air markets.
\n
Over the last 25 years, Colombia has seen capacity grow at a CAGR rate of 5.8%, second only to Panama, amongst the Top 10 in Latin America.
\n
\n
\n
Colombia's post-covid recovery
\n
While looking at Colombia's growth trends over the past decade, the panel discussed the strategies taken during and coming out of the pandemic that helped boost their post-Covid recovery:
\n
\n
A strategic location for inbound travel
\n
Next, the panel highlighted the importance of Colombia's location and the opportunities it provides to connect with travellers from across the Americas:
\n
\n
And what about outbound travel?
\n
Off the back of the previous slide, the panel discuss outbound travel - where are Colombians flying to?
\n
\n
\n\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n\n
The panel discussed:
\n
\n
What is driving the rapid growth of air services in Colombia
\n
Who is travelling internationally and to where
\n
Airline expansion strategies - examining the players, their approaches, and the reasons behind them
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth for the year to date remains steady, at 3% ahead of last year.
\n
NOTE: 2025 is the yellow line, 2024 is the grey line, 2019 is the black line, and the green dotted line shows where capacity would have been had pre-2019 growth trends continued.
\n
\n
\n
Colombia: A market overview
\n
Next, the panel gave some context on Colombia's market in capacity terms:
\n
\n
This month, Colombia is the 23rd largest market in capacity terms globally, with 10.7m seats across both domestic and international markets.
\n
Only Brazil and Mexico are bigger in terms of Latin America competitors, driven by their much larger populations leading to very large domestic air markets.
\n
Over the last 25 years, Colombia has seen capacity grow at a CAGR rate of 5.8%, second only to Panama, amongst the Top 10 in Latin America.
\n
\n
\n
Colombia's post-covid recovery
\n
While looking at Colombia's growth trends over the past decade, the panel discussed the strategies taken during and coming out of the pandemic that helped boost their post-Covid recovery:
\n
\n
A strategic location for inbound travel
\n
Next, the panel highlighted the importance of Colombia's location and the opportunities it provides to connect with travellers from across the Americas:
\n
\n
And what about outbound travel?
\n
Off the back of the previous slide, the panel discuss outbound travel - where are Colombians flying to?
\n
\n
\n\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n\n
The panel discussed:
\n
\n
What is driving the rapid growth of air services in Colombia
\n
Who is travelling internationally and to where
\n
Airline expansion strategies - examining the players, their approaches, and the reasons behind them
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth for the year to date remains steady, at 3% ahead of last year.
\n
NOTE: 2025 is the yellow line, 2024 is the grey line, 2019 is the black line, and the green dotted line shows where capacity would have been had pre-2019 growth trends continued.
\n
\n
\n
Colombia: A market overview
\n
Next, the panel gave some context on Colombia's market in capacity terms:
\n
\n
This month, Colombia is the 23rd largest market in capacity terms globally, with 10.7m seats across both domestic and international markets.
\n
Only Brazil and Mexico are bigger in terms of Latin America competitors, driven by their much larger populations leading to very large domestic air markets.
\n
Over the last 25 years, Colombia has seen capacity grow at a CAGR rate of 5.8%, second only to Panama, amongst the Top 10 in Latin America.
\n
\n
\n
Colombia's post-covid recovery
\n
While looking at Colombia's growth trends over the past decade, the panel discussed the strategies taken during and coming out of the pandemic that helped boost their post-Covid recovery:
\n
\n
A strategic location for inbound travel
\n
Next, the panel highlighted the importance of Colombia's location and the opportunities it provides to connect with travellers from across the Americas:
\n
\n
And what about outbound travel?
\n
Off the back of the previous slide, the panel discuss outbound travel - where are Colombians flying to?
\n
\n
\n\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n\n
The panel discussed:
\n
\n
What is driving the rapid growth of air services in Colombia
\n
Who is travelling internationally and to where
\n
Airline expansion strategies - examining the players, their approaches, and the reasons behind them
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth for the year to date remains steady, at 3% ahead of last year.
\n
NOTE: 2025 is the yellow line, 2024 is the grey line, 2019 is the black line, and the green dotted line shows where capacity would have been had pre-2019 growth trends continued.
\n
\n
\n
Colombia: A market overview
\n
Next, the panel gave some context on Colombia's market in capacity terms:
\n
\n
This month, Colombia is the 23rd largest market in capacity terms globally, with 10.7m seats across both domestic and international markets.
\n
Only Brazil and Mexico are bigger in terms of Latin America competitors, driven by their much larger populations leading to very large domestic air markets.
\n
Over the last 25 years, Colombia has seen capacity grow at a CAGR rate of 5.8%, second only to Panama, amongst the Top 10 in Latin America.
\n
\n
\n
Colombia's post-covid recovery
\n
While looking at Colombia's growth trends over the past decade, the panel discussed the strategies taken during and coming out of the pandemic that helped boost their post-Covid recovery:
\n
\n
A strategic location for inbound travel
\n
Next, the panel highlighted the importance of Colombia's location and the opportunities it provides to connect with travellers from across the Americas:
\n
\n
And what about outbound travel?
\n
Off the back of the previous slide, the panel discuss outbound travel - where are Colombians flying to?
\n
\n
\n\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n\n
The panel discussed:
\n
\n
What is driving the rapid growth of air services in Colombia
\n
Who is travelling internationally and to where
\n
Airline expansion strategies - examining the players, their approaches, and the reasons behind them
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth for the year to date remains steady, at 3% ahead of last year.
\n
NOTE: 2025 is the yellow line, 2024 is the grey line, 2019 is the black line, and the green dotted line shows where capacity would have been had pre-2019 growth trends continued.
\n
\n
\n
Colombia: A market overview
\n
Next, the panel gave some context on Colombia's market in capacity terms:
\n
\n
This month, Colombia is the 23rd largest market in capacity terms globally, with 10.7m seats across both domestic and international markets.
\n
Only Brazil and Mexico are bigger in terms of Latin America competitors, driven by their much larger populations leading to very large domestic air markets.
\n
Over the last 25 years, Colombia has seen capacity grow at a CAGR rate of 5.8%, second only to Panama, amongst the Top 10 in Latin America.
\n
\n
\n
Colombia's post-covid recovery
\n
While looking at Colombia's growth trends over the past decade, the panel discussed the strategies taken during and coming out of the pandemic that helped boost their post-Covid recovery:
\n
\n
A strategic location for inbound travel
\n
Next, the panel highlighted the importance of Colombia's location and the opportunities it provides to connect with travellers from across the Americas:
\n
\n
And what about outbound travel?
\n
Off the back of the previous slide, the panel discuss outbound travel - where are Colombians flying to?
\n
\n
\n\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n\n
The panel discussed:
\n
\n
What is driving the rapid growth of air services in Colombia
\n
Who is travelling internationally and to where
\n
Airline expansion strategies - examining the players, their approaches, and the reasons behind them
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth for the year to date remains steady, at 3% ahead of last year.
\n
NOTE: 2025 is the yellow line, 2024 is the grey line, 2019 is the black line, and the green dotted line shows where capacity would have been had pre-2019 growth trends continued.
\n
\n
\n
Colombia: A market overview
\n
Next, the panel gave some context on Colombia's market in capacity terms:
\n
\n
This month, Colombia is the 23rd largest market in capacity terms globally, with 10.7m seats across both domestic and international markets.
\n
Only Brazil and Mexico are bigger in terms of Latin America competitors, driven by their much larger populations leading to very large domestic air markets.
\n
Over the last 25 years, Colombia has seen capacity grow at a CAGR rate of 5.8%, second only to Panama, amongst the Top 10 in Latin America.
\n
\n
\n
Colombia's post-covid recovery
\n
While looking at Colombia's growth trends over the past decade, the panel discussed the strategies taken during and coming out of the pandemic that helped boost their post-Covid recovery:
\n
\n
A strategic location for inbound travel
\n
Next, the panel highlighted the importance of Colombia's location and the opportunities it provides to connect with travellers from across the Americas:
\n
\n
And what about outbound travel?
\n
Off the back of the previous slide, the panel discuss outbound travel - where are Colombians flying to?
\n
\n
\n\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
\n\n
The panel discussed:
\n
\n
What is driving the rapid growth of air services in Colombia
\n
Who is travelling internationally and to where
\n
Airline expansion strategies - examining the players, their approaches, and the reasons behind them
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth for the year to date remains steady, at 3% ahead of last year.
\n
NOTE: 2025 is the yellow line, 2024 is the grey line, 2019 is the black line, and the green dotted line shows where capacity would have been had pre-2019 growth trends continued.
\n
\n
\n
Colombia: A market overview
\n
Next, the panel gave some context on Colombia's market in capacity terms:
\n
\n
This month, Colombia is the 23rd largest market in capacity terms globally, with 10.7m seats across both domestic and international markets.
\n
Only Brazil and Mexico are bigger in terms of Latin America competitors, driven by their much larger populations leading to very large domestic air markets.
\n
Over the last 25 years, Colombia has seen capacity grow at a CAGR rate of 5.8%, second only to Panama, amongst the Top 10 in Latin America.
\n
\n
\n
Colombia's post-covid recovery
\n
While looking at Colombia's growth trends over the past decade, the panel discussed the strategies taken during and coming out of the pandemic that helped boost their post-Covid recovery:
\n
\n
A strategic location for inbound travel
\n
Next, the panel highlighted the importance of Colombia's location and the opportunities it provides to connect with travellers from across the Americas:
\n
\n
And what about outbound travel?
\n
Off the back of the previous slide, the panel discuss outbound travel - where are Colombians flying to?
\n
\n
\n\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Valeria Bucheli (Senior Tourism Representative - Head of Aviation, ProColombia) to discuss the dynamic growth of Colombia's aviation market and the driving forces behind it.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more in depth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more in depth insights and analysis, watch the full panel discussion below:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more in depth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more in depth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more in depth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more in depth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
\n\n
The panel discussed:
\n
\n
The extent to which infrastructure enables growth
\n
How national airline development has transformed Europe-Asia connectivity
\n
What rising competitors (like Riyadh) could mean for the future
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Global capacity growth is slowing, down to 2.9% for the year to date, from 3.1% during the summer.
\n
Domestic capacity growth for the year to date (January-September) remains strong in Latin America and the Middle East, but has slowed in Asia Pacific, North America, and is declining in Europe.
\n
International capacity growth remains strong in all regions with the exception of North America. Strongest international growth is taking place in the Asia Pacific region, although the region still remains behind 2019.
\n
\n
\n
exploring the Superconnectors
\n
Next, the panel moved on to discuss the topic of this month's webinar, superconnectors:
\n
\n
Europe’s biggest international hubs are experiencing slower capacity growth (LHR year-on-year capacity growth is just 0.9%, FRA 1.4%, and CDG 3.3%).
\n
Other international hubs are growing faster – notably IST, which is up 5.5%, and HKG +13%, driven by ongoing post-COVID-19 recovery and new runway capacity.
\n
The Middle East and Türkiye have spent the last decade developing multi-runway, mega-terminal designs to handle 70M–100M+ passengers annually, allowing hubs in these areas to capture connecting flows.
\n
Dubai is the largest of the group, with capacity reaching 124m in 2025, up from 104m a decade ago. However, it is the slowest growing, with a CAGR of 1.8%.
\n
The fastest growing is Riyadh, averaging 6.1% capacity growth each year for the last decade.
\n
\n
So, how do the superconnectors compare?
\n
\n
How has connectivity evolved?
\n
Next, the panel explored the data to examine how connectivity has evolved for major hubs:
\n
\n
Doha's share of connecting passengers has grown from 66% in 2015 to 74% in 2025. Istanbul is a close second, increasing from 53% in 2015 to 59% in 2025.
\n
Connecting traffic as an overall share of passengers has fallen at Dubai from 50% in 2015 to 47% now. This means that more than half of Dubai’s passengers start or end their journey in Dubai. Abu Dhabi (Zayed International) has also seen the volume of connecting passengers fall from 67% to 51%.
\n
The level of connecting passengers at Riyadh has not changed significantly in the last decade, but is likely to increase as Riyadh Air offers greater connectivity.
\n
\n
\n
What does the future hold?
\n
\n
Looking ahead to 2050, airports across the region are set to expand their runway and terminal infrastructure to accommodate an estimated 844 million passengers - more than twice today’s volumes.
\n
While this seems a substantial increase, regional growth is projected to exceed 5% annually for the remainder of the decade, easing to around 4% thereafter. Therefore, achieving these passenger volumes by 2050 is well within reach.
\n
\n
The big question is, will passenger shares across these global hubs remain the same, or are there big changes to come?
\n
\n
\n\n
Watch the full webinar
\n
For more in depth insights and analysis, watch the full panel discussion below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Andrew Ward (Director, Transport & Logistics, Middle East) to discuss the influential rise of superconnectors in the Gulf region and Türkiye and their impact on worldwide connectivity.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
\n\n
The live panel discussed global growth trends and also took a deep dive into some of the world's biggest markets:
\n
\n
In Asia, is Japan reaching peak volumes? Why has Thailand’s capacity dropped dramatically this year? Is Vietnam’s aviation market a rising star?
\n
In the US, one of the world’s biggest domestic markets, is more consolidation imminent? And is international travel demand finally softening?
\n
\n\n
A look at growth trends
\n
First, the panel began by taking a look at global growth trends:
\n
\n
Capacity for this summer is expected to be 3.1% ahead of 2024, a little slower than we expected last month. For the year to date so far (January-July 2025), capacity is 3.1% ahead of the same months in 2024.
\n
If growth had continued at the underlying rate from 2019 to 2025, capacity would now be at 625m seats in July 2025, rather than 557m.
\n
The equivalent ‘lost’ daily flights in the month of July are almost 19,000.
\n
\n
\n
Part one: asia
\n
Next, the panel began their in-depth analysis with a focus on Asia’s aviation market:
\n
\n
Several of Southeast Asia’s major markets are showing notable capacity gains: Vietnam is up by 16%, Malaysia by 10%, and Cambodia by an impressive 22%.
\n
However, this increase in capacity is not reflected in the latest H1 2025 arrivals data, which indicates that most markets have experienced a decline in visitor arrivals—Vietnam being the key exception.
\n
\n
In this clip, Gary gave his insights into these capacity trends we've seen developing:
\n
\n
vietnam growth takes off
\n
Growth in Vietnam has been on a steady upward trajectory since around 2011, with significant international growth taking place between 2010 and 2019. In the 15 years from 2010-2025, growth has averaged 9%, despite the impact of the pandemic. Is this Vietnam’s moment?
\n
\n
Part two: usa
\n
In the second half of the webinar, the panel discussed the US - is the domestic market softening?
\n
\n
Domestic capacity in the US is pretty flat – although not contracting – this summer, with capacity growth of just 0.8%, compared to an increase of 2.3% in international capacity.
\n
Looking at the Top 10 carriers (domestic and international capacity) shows mixed performance: United leads with a 6.3% year-on-year increase, Delta has grown by 2.9%, and American by a steadier 1.2%.
\n
In contrast, most low-cost and ultra-low-cost carriers are seeing limited growth, with the notable exception of Allegiant, which is up 13.6%.
\n
\n
Courtney gave his insights into the trends we're seeing:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Gary Bowerman (Asia Travel Markets & Consumer Trends Analyst) to give a mid-year aviation recap and discuss predictions for the industry for the second half of 2025.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
","post_body":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","rss_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.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","postBodyRss":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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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
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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
","rss_summary":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postBodyRss":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postEmailContent":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
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Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","post_body":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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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","rss_body":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postBodyRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postEmailContent":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","rssSummary":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\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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