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Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
","rss_body":"
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
\n
For each question, rank the airlines from 1-10 based on the stated metric. For a perfect score you'll need to place all ten airlines correctly for each question.
\n
\n
\n
\n
\n
How did you do? In case you missed the answers, we've listed them below.
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","metaKeywords":null,"name":"Quiz: Rank The Star Alliance Airlines","nextPostFeaturedImage":"https://www.oag.com/hubfs/Network%20Churn%20in%20Aviation.jpg","nextPostFeaturedImageAltText":"Network Churn in Aviation","nextPostName":"The Complexities of Network Churn across European Airlines","nextPostSlug":"blog/network-churn-europe","pageExpiryDate":null,"pageExpiryEnabled":false,"pageExpiryRedirectId":null,"pageExpiryRedirectUrl":null,"pageRedirected":false,"pageTitle":"Quiz: Rank The Star Alliance Airlines by Metric","parentBlog":{"absoluteUrl":"https://www.oag.com/blog","allowComments":false,"ampBodyColor":"#404040","ampBodyFont":"'Helvetica Neue', Helvetica, Arial, sans-serif","ampBodyFontSize":"18","ampCustomCss":"","ampHeaderBackgroundColor":"#ffffff","ampHeaderColor":"#1e1e1e","ampHeaderFont":"'Helvetica Neue', Helvetica, Arial, sans-serif","ampHeaderFontSize":"36","ampLinkColor":"#416bb3","ampLogoAlt":"OAG Black 2018","ampLogoHeight":594,"ampLogoSrc":"https://www.oag.com/hubfs/OAG%20Black%202018.png","ampLogoWidth":945,"analyticsPageId":2547580647,"attachedStylesheets":[],"audienceAccess":"PUBLIC","businessUnitId":null,"captchaAfterDays":7,"captchaAlways":false,"categoryId":3,"cdnPurgeEmbargoTime":null,"closeCommentsOlder":0,"commentDateFormat":"medium","commentFormGuid":"5fddd154-8ed7-470d-bdc0-b3267efba414","commentMaxThreadDepth":4,"commentModeration":false,"commentNotificationEmails":["katy.ludwell@oag.com","hiten.patel@oag.com"],"commentShouldCreateContact":false,"commentVerificationText":"Thank you for your comment. 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Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
\n
For each question, rank the airlines from 1-10 based on the stated metric. For a perfect score you'll need to place all ten airlines correctly for each question.
\n
\n
\n
\n
\n
How did you do? In case you missed the answers, we've listed them below.
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","postBodyRss":"
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
\n
For each question, rank the airlines from 1-10 based on the stated metric. For a perfect score you'll need to place all ten airlines correctly for each question.
\n
\n
\n
\n
\n
How did you do? In case you missed the answers, we've listed them below.
\n Sign up for new blog notifications below to keep building your aviation industry knowledge. \n
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","postEmailContent":"
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
","postSummaryRss":"
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"VtjUDJTe","previousPostFeaturedImage":"https://www.oag.com/hubfs/2026%20Air%20Travel%20Trends.jpg","previousPostFeaturedImageAltText":"","previousPostName":"The Air Travel Trends That Will Shape 2026","previousPostSlug":"blog/-air-travel-trends-that-will-shape-2026","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1769082514000,"publishDateLocalTime":1769082514000,"publishDateLocalized":{"date":1769082514000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1769082514201,"publishedByEmail":null,"publishedById":11440745,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/quiz-star-alliance-airlines","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
\n
For each question, rank the airlines from 1-10 based on the stated metric. For a perfect score you'll need to place all ten airlines correctly for each question.
\n
\n
\n
\n
\n
How did you do? In case you missed the answers, we've listed them below.
\n Sign up for new blog notifications below to keep building your aviation industry knowledge. \n
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","rssSummary":"
Challenge your aviation industry knowledge with our expert level quiz! Rank Star alliance member airlines based on three key metrics: Frequency, Capacity, and Available Seat Kilometres (ASKs).
","rssSummaryFeaturedImage":"https://www.oag.com/hubfs/Star%20Alliance%20Quiz%20%281%29.jpg","scheduledUpdateDate":0,"screenshotPreviewTakenAt":1769082514669,"screenshotPreviewUrl":"https://cdn1.hubspot.net/hubshotv3/prod/e/0/ef09147e-c1bf-466f-8739-d656017f9cb8.png","sections":{},"securityState":"NONE","siteId":null,"slug":"blog/quiz-star-alliance-airlines","stagedFrom":null,"state":"PUBLISHED","stateWhenDeleted":null,"structuredContentPageType":null,"structuredContentType":null,"styleOverrideId":null,"subcategory":"normal_blog_post","syncedWithBlogRoot":true,"tagIds":[66382214546],"tagList":[{"categoryId":3,"cdnPurgeEmbargoTime":null,"contentIds":[],"cosObjectType":"TAG","created":1644988033691,"deletedAt":0,"description":"","id":66382214546,"label":"Aviation Market Analysis","language":null,"name":"Aviation Market Analysis","portalId":490937,"slug":"aviation-market-analysis","translatedFromId":null,"translations":{},"updated":1645441799987}],"tagNames":["Aviation Market Analysis"],"teamPerms":[],"templatePath":"","templatePathForRender":"oag-theme/templates/blog-post.html","textToAudioFileId":null,"textToAudioGenerationRequestId":null,"themePath":null,"themeSettingsValues":null,"title":"Quiz: Rank The Star Alliance Airlines by Metric","tmsId":null,"topicIds":[66382214546],"topicList":[{"categoryId":3,"cdnPurgeEmbargoTime":null,"contentIds":[],"cosObjectType":"TAG","created":1644988033691,"deletedAt":0,"description":"","id":66382214546,"label":"Aviation Market Analysis","language":null,"name":"Aviation Market Analysis","portalId":490937,"slug":"aviation-market-analysis","translatedFromId":null,"translations":{},"updated":1645441799987}],"topicNames":["Aviation Market Analysis"],"topics":[66382214546],"translatedContent":{},"translatedFromId":null,"translations":{},"tweet":null,"tweetAt":null,"tweetImmediately":false,"unpublishedAt":0,"updated":1769082514648,"updatedById":11440745,"upsizeFeaturedImage":false,"url":"https://www.oag.com/blog/quiz-star-alliance-airlines","useFeaturedImage":true,"userPerms":[],"views":null,"visibleToAll":null,"widgetContainers":{},"widgetcontainers":{},"widgets":{}},{"ab":false,"abStatus":null,"abTestId":null,"abVariation":false,"abVariationAutomated":false,"absoluteUrl":"https://www.oag.com/blog/network-churn-europe","afterPostBody":null,"aifeatures":null,"allowedSlugConflict":false,"analytics":null,"analyticsPageId":"205467337992","analyticsPageType":"blog-post","approvalStatus":null,"archived":false,"archivedAt":0,"archivedInDashboard":false,"areCommentsAllowed":false,"attachedStylesheets":[],"audienceAccess":"PUBLIC","author":null,"authorName":null,"authorUsername":null,"blogAuthor":{"avatar":"https://www.oag.com/hubfs/www.oag.com/Images/OAG_John_Grant.jpg","bio":"John has a wealth of experience across the global aviation industry. 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Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
","post_body":"
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
\n
Some airlines consciously drop a proportion of their existing network every year to keep their offering fresh, what’s known as “network churn” within the industry.
\n\n
Network churn is often analysed using airline schedule data and can be measured by:
\n
\n
The number of new routes launched
\n
The number of routes discontinued
\n
The proportion of total routes that change year over year
\n
\n
This metric is particularly useful for understanding airline behaviour during periods of uncertainty, such as economic downturns, fuel price volatility, or shifts in passenger demand.
\n\n
We’ve looked at how much network churn has taken place across European airlines since 2019, including both international and domestic services and split by industry sector (legacy airlines and low-cost carriers (LCCs)). The results could reflect the way that European aviation is heading.
\n
International Growth at the Expense of Domestic Services
\n
There is frequent debate about the decline of regional domestic services and the impact on local economies. However, since 2019 the number of domestic airport pairs operated in Europe has remained largely unchanged, falling by only one. By contrast, international airport pairs have reduced by 23 over the same period. The most significant disruption was caused by the pandemic in 2020, with nearly 2,300 airport pairs dropped, and only in 2022 did a significant recovery in the number of international routes operated get under way.
\n
One notable contributor to the reduction in domestic services has been in Berlin. In 2023, the opening of the new Berlin Brandenberg Airport was a major factor in the loss of domestic services; Berlin Tegel Airport had some 36,600 scheduled domestic services in 2019, compared to just 13,000 at Berlin Brandenberg in 2025, a massive reduction in domestic capacity at what was planned to be a major hub airport.
\n
\n
Analysis at a country level shows growth in domestic services in Spain, Greece and Portugal:
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\n
In Spain, 43 new airport pairs have been launched since 2019 through a combination of frequency growth from Binter Canarias and Ryanair, although in the case of Ryanair their 2026 frequency will drop given their dispute with airport management company AENA.
\n
In Portugal, SATA Airlines has increased frequency by 26% with the expansion of services to and from Punta Delgada driving much of the growth.
\n
Greek operator Aegean Airlines’ launch of domestic services in 2022 and subsequent growth to over 50,000 flights in 2025 more than counterbalances the removal of 41,000 domestic flights in 2025 by Olympic Airways, which has gone from market leader to third place.
\n
\n
\n
Low-Cost Airlines Racing Ahead
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With multiple operating bases in Europe, low-cost carriers have been able to grow their numbers of airport pairs. And with more aircraft deliveries expected through 2026 this is only likely to continue. Ryanair led the market last year, operating a staggering 2,673 airport pairs with more than 30 flights; three of the five largest airport pairs are unsurprisingly from Dublin, with London Stansted still their largest route.
\n
The high churn of LCCs’ airport pairs is best highlighted by WizzAir, which between 2019 and 2025 stopped operating 328 airport pairs and yet still managed a net increase of 211 in that time. WizzAir has increased operations in Italy three-fold, with 10% of those additional flights allocated to domestic services, many of which operate to/from Catania. First-mover advantage has also been secured by WizzAir in emergent markets such as Albania and North Macedonia - although, in time, other LCCs will enter the market, competing for traffic.
\n
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Why is There Less Network Churn for Legacy Airlines?
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For legacy airlines adding new airport pairs can be more challenging, especially in Europe where there are complexities to contend with including:
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Capacity limits
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Commercial partnerships
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Overseas franchises
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Multiple other variables which can require careful analysis
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These three examples demonstrate some of the complexities in legacy airlines’ network churn:
\n\n
The British Airways franchise with Comair operated 15 airport pairs from South Africa and when the airline collapsed all of those were lost. British Airways has added back a Jersey – Heathrow service along with a cluster of UK - European destinations and long-haul services to Malé, Portland and Bangkok from their two bases in London.
\n\n\n
Air France operated fewer airport pairs in 2025 than in 2019 due to government directives. Services to Paris Orly were badly impacted with a loss of 27,500 domestic flights a year, the equivalent of seventy-five flights a day! Marseille was particularly badly affected, losing some 5,300 flights a year since the turn of the decade.
\n\n\n
Turkish Airlines appears to have lost around 173 airport pairs, but this largely reflects a transfer of services to its low-cost subsidiary, AnadoluJet. The reallocation of operating prefixes on many services lies behind what looks like a shrinking network at surface level.
\n\n
For all airlines regardless of their location or market segment, keeping the network fresh and responding to both new opportunities and changing consumer demands is a key part of business planning. Looking ahead, it’s very clear that much of the exciting new network growth and airport pairs will come from the low-cost sector, particularly those with multiple bases across Europe. It will be interesting to see what new routes develop during the year and in the longer term just how many new airport pairs are added; surely Ryanair cannot add another five hundred or more, can they?
\n
","rss_summary":"
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
","rss_body":"
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
\n
Some airlines consciously drop a proportion of their existing network every year to keep their offering fresh, what’s known as “network churn” within the industry.
\n\n
Network churn is often analysed using airline schedule data and can be measured by:
\n
\n
The number of new routes launched
\n
The number of routes discontinued
\n
The proportion of total routes that change year over year
\n
\n
This metric is particularly useful for understanding airline behaviour during periods of uncertainty, such as economic downturns, fuel price volatility, or shifts in passenger demand.
\n\n
We’ve looked at how much network churn has taken place across European airlines since 2019, including both international and domestic services and split by industry sector (legacy airlines and low-cost carriers (LCCs)). The results could reflect the way that European aviation is heading.
\n
International Growth at the Expense of Domestic Services
\n
There is frequent debate about the decline of regional domestic services and the impact on local economies. However, since 2019 the number of domestic airport pairs operated in Europe has remained largely unchanged, falling by only one. By contrast, international airport pairs have reduced by 23 over the same period. The most significant disruption was caused by the pandemic in 2020, with nearly 2,300 airport pairs dropped, and only in 2022 did a significant recovery in the number of international routes operated get under way.
\n
One notable contributor to the reduction in domestic services has been in Berlin. In 2023, the opening of the new Berlin Brandenberg Airport was a major factor in the loss of domestic services; Berlin Tegel Airport had some 36,600 scheduled domestic services in 2019, compared to just 13,000 at Berlin Brandenberg in 2025, a massive reduction in domestic capacity at what was planned to be a major hub airport.
\n
\n
Analysis at a country level shows growth in domestic services in Spain, Greece and Portugal:
\n
\n
In Spain, 43 new airport pairs have been launched since 2019 through a combination of frequency growth from Binter Canarias and Ryanair, although in the case of Ryanair their 2026 frequency will drop given their dispute with airport management company AENA.
\n
In Portugal, SATA Airlines has increased frequency by 26% with the expansion of services to and from Punta Delgada driving much of the growth.
\n
Greek operator Aegean Airlines’ launch of domestic services in 2022 and subsequent growth to over 50,000 flights in 2025 more than counterbalances the removal of 41,000 domestic flights in 2025 by Olympic Airways, which has gone from market leader to third place.
\n
\n
\n
Low-Cost Airlines Racing Ahead
\n
With multiple operating bases in Europe, low-cost carriers have been able to grow their numbers of airport pairs. And with more aircraft deliveries expected through 2026 this is only likely to continue. Ryanair led the market last year, operating a staggering 2,673 airport pairs with more than 30 flights; three of the five largest airport pairs are unsurprisingly from Dublin, with London Stansted still their largest route.
\n
The high churn of LCCs’ airport pairs is best highlighted by WizzAir, which between 2019 and 2025 stopped operating 328 airport pairs and yet still managed a net increase of 211 in that time. WizzAir has increased operations in Italy three-fold, with 10% of those additional flights allocated to domestic services, many of which operate to/from Catania. First-mover advantage has also been secured by WizzAir in emergent markets such as Albania and North Macedonia - although, in time, other LCCs will enter the market, competing for traffic.
\n
\n
\n
Why is There Less Network Churn for Legacy Airlines?
\n
For legacy airlines adding new airport pairs can be more challenging, especially in Europe where there are complexities to contend with including:
\n
\n
Capacity limits
\n
Commercial partnerships
\n
Overseas franchises
\n
Multiple other variables which can require careful analysis
\n
\n
These three examples demonstrate some of the complexities in legacy airlines’ network churn:
\n\n
The British Airways franchise with Comair operated 15 airport pairs from South Africa and when the airline collapsed all of those were lost. British Airways has added back a Jersey – Heathrow service along with a cluster of UK - European destinations and long-haul services to Malé, Portland and Bangkok from their two bases in London.
\n\n\n
Air France operated fewer airport pairs in 2025 than in 2019 due to government directives. Services to Paris Orly were badly impacted with a loss of 27,500 domestic flights a year, the equivalent of seventy-five flights a day! Marseille was particularly badly affected, losing some 5,300 flights a year since the turn of the decade.
\n\n\n
Turkish Airlines appears to have lost around 173 airport pairs, but this largely reflects a transfer of services to its low-cost subsidiary, AnadoluJet. The reallocation of operating prefixes on many services lies behind what looks like a shrinking network at surface level.
\n\n
For all airlines regardless of their location or market segment, keeping the network fresh and responding to both new opportunities and changing consumer demands is a key part of business planning. Looking ahead, it’s very clear that much of the exciting new network growth and airport pairs will come from the low-cost sector, particularly those with multiple bases across Europe. It will be interesting to see what new routes develop during the year and in the longer term just how many new airport pairs are added; surely Ryanair cannot add another five hundred or more, can they?
\n
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Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
\n
Some airlines consciously drop a proportion of their existing network every year to keep their offering fresh, what’s known as “network churn” within the industry.
\n\n
Network churn is often analysed using airline schedule data and can be measured by:
\n
\n
The number of new routes launched
\n
The number of routes discontinued
\n
The proportion of total routes that change year over year
\n
\n
This metric is particularly useful for understanding airline behaviour during periods of uncertainty, such as economic downturns, fuel price volatility, or shifts in passenger demand.
\n\n
We’ve looked at how much network churn has taken place across European airlines since 2019, including both international and domestic services and split by industry sector (legacy airlines and low-cost carriers (LCCs)). The results could reflect the way that European aviation is heading.
\n
International Growth at the Expense of Domestic Services
\n
There is frequent debate about the decline of regional domestic services and the impact on local economies. However, since 2019 the number of domestic airport pairs operated in Europe has remained largely unchanged, falling by only one. By contrast, international airport pairs have reduced by 23 over the same period. The most significant disruption was caused by the pandemic in 2020, with nearly 2,300 airport pairs dropped, and only in 2022 did a significant recovery in the number of international routes operated get under way.
\n
One notable contributor to the reduction in domestic services has been in Berlin. In 2023, the opening of the new Berlin Brandenberg Airport was a major factor in the loss of domestic services; Berlin Tegel Airport had some 36,600 scheduled domestic services in 2019, compared to just 13,000 at Berlin Brandenberg in 2025, a massive reduction in domestic capacity at what was planned to be a major hub airport.
\n
\n
Analysis at a country level shows growth in domestic services in Spain, Greece and Portugal:
\n
\n
In Spain, 43 new airport pairs have been launched since 2019 through a combination of frequency growth from Binter Canarias and Ryanair, although in the case of Ryanair their 2026 frequency will drop given their dispute with airport management company AENA.
\n
In Portugal, SATA Airlines has increased frequency by 26% with the expansion of services to and from Punta Delgada driving much of the growth.
\n
Greek operator Aegean Airlines’ launch of domestic services in 2022 and subsequent growth to over 50,000 flights in 2025 more than counterbalances the removal of 41,000 domestic flights in 2025 by Olympic Airways, which has gone from market leader to third place.
\n
\n
\n
Low-Cost Airlines Racing Ahead
\n
With multiple operating bases in Europe, low-cost carriers have been able to grow their numbers of airport pairs. And with more aircraft deliveries expected through 2026 this is only likely to continue. Ryanair led the market last year, operating a staggering 2,673 airport pairs with more than 30 flights; three of the five largest airport pairs are unsurprisingly from Dublin, with London Stansted still their largest route.
\n
The high churn of LCCs’ airport pairs is best highlighted by WizzAir, which between 2019 and 2025 stopped operating 328 airport pairs and yet still managed a net increase of 211 in that time. WizzAir has increased operations in Italy three-fold, with 10% of those additional flights allocated to domestic services, many of which operate to/from Catania. First-mover advantage has also been secured by WizzAir in emergent markets such as Albania and North Macedonia - although, in time, other LCCs will enter the market, competing for traffic.
\n
\n
\n
Why is There Less Network Churn for Legacy Airlines?
\n
For legacy airlines adding new airport pairs can be more challenging, especially in Europe where there are complexities to contend with including:
\n
\n
Capacity limits
\n
Commercial partnerships
\n
Overseas franchises
\n
Multiple other variables which can require careful analysis
\n
\n
These three examples demonstrate some of the complexities in legacy airlines’ network churn:
\n\n
The British Airways franchise with Comair operated 15 airport pairs from South Africa and when the airline collapsed all of those were lost. British Airways has added back a Jersey – Heathrow service along with a cluster of UK - European destinations and long-haul services to Malé, Portland and Bangkok from their two bases in London.
\n\n\n
Air France operated fewer airport pairs in 2025 than in 2019 due to government directives. Services to Paris Orly were badly impacted with a loss of 27,500 domestic flights a year, the equivalent of seventy-five flights a day! Marseille was particularly badly affected, losing some 5,300 flights a year since the turn of the decade.
\n\n\n
Turkish Airlines appears to have lost around 173 airport pairs, but this largely reflects a transfer of services to its low-cost subsidiary, AnadoluJet. The reallocation of operating prefixes on many services lies behind what looks like a shrinking network at surface level.
\n\n
For all airlines regardless of their location or market segment, keeping the network fresh and responding to both new opportunities and changing consumer demands is a key part of business planning. Looking ahead, it’s very clear that much of the exciting new network growth and airport pairs will come from the low-cost sector, particularly those with multiple bases across Europe. It will be interesting to see what new routes develop during the year and in the longer term just how many new airport pairs are added; surely Ryanair cannot add another five hundred or more, can they?
\n
","postBodyRss":"
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
\n
Some airlines consciously drop a proportion of their existing network every year to keep their offering fresh, what’s known as “network churn” within the industry.
\n\n
Network churn is often analysed using airline schedule data and can be measured by:
\n
\n
The number of new routes launched
\n
The number of routes discontinued
\n
The proportion of total routes that change year over year
\n
\n
This metric is particularly useful for understanding airline behaviour during periods of uncertainty, such as economic downturns, fuel price volatility, or shifts in passenger demand.
\n\n
We’ve looked at how much network churn has taken place across European airlines since 2019, including both international and domestic services and split by industry sector (legacy airlines and low-cost carriers (LCCs)). The results could reflect the way that European aviation is heading.
\n
International Growth at the Expense of Domestic Services
\n
There is frequent debate about the decline of regional domestic services and the impact on local economies. However, since 2019 the number of domestic airport pairs operated in Europe has remained largely unchanged, falling by only one. By contrast, international airport pairs have reduced by 23 over the same period. The most significant disruption was caused by the pandemic in 2020, with nearly 2,300 airport pairs dropped, and only in 2022 did a significant recovery in the number of international routes operated get under way.
\n
One notable contributor to the reduction in domestic services has been in Berlin. In 2023, the opening of the new Berlin Brandenberg Airport was a major factor in the loss of domestic services; Berlin Tegel Airport had some 36,600 scheduled domestic services in 2019, compared to just 13,000 at Berlin Brandenberg in 2025, a massive reduction in domestic capacity at what was planned to be a major hub airport.
\n
\n
Analysis at a country level shows growth in domestic services in Spain, Greece and Portugal:
\n
\n
In Spain, 43 new airport pairs have been launched since 2019 through a combination of frequency growth from Binter Canarias and Ryanair, although in the case of Ryanair their 2026 frequency will drop given their dispute with airport management company AENA.
\n
In Portugal, SATA Airlines has increased frequency by 26% with the expansion of services to and from Punta Delgada driving much of the growth.
\n
Greek operator Aegean Airlines’ launch of domestic services in 2022 and subsequent growth to over 50,000 flights in 2025 more than counterbalances the removal of 41,000 domestic flights in 2025 by Olympic Airways, which has gone from market leader to third place.
\n
\n
\n
Low-Cost Airlines Racing Ahead
\n
With multiple operating bases in Europe, low-cost carriers have been able to grow their numbers of airport pairs. And with more aircraft deliveries expected through 2026 this is only likely to continue. Ryanair led the market last year, operating a staggering 2,673 airport pairs with more than 30 flights; three of the five largest airport pairs are unsurprisingly from Dublin, with London Stansted still their largest route.
\n
The high churn of LCCs’ airport pairs is best highlighted by WizzAir, which between 2019 and 2025 stopped operating 328 airport pairs and yet still managed a net increase of 211 in that time. WizzAir has increased operations in Italy three-fold, with 10% of those additional flights allocated to domestic services, many of which operate to/from Catania. First-mover advantage has also been secured by WizzAir in emergent markets such as Albania and North Macedonia - although, in time, other LCCs will enter the market, competing for traffic.
\n
\n
\n
Why is There Less Network Churn for Legacy Airlines?
\n
For legacy airlines adding new airport pairs can be more challenging, especially in Europe where there are complexities to contend with including:
\n
\n
Capacity limits
\n
Commercial partnerships
\n
Overseas franchises
\n
Multiple other variables which can require careful analysis
\n
\n
These three examples demonstrate some of the complexities in legacy airlines’ network churn:
\n\n
The British Airways franchise with Comair operated 15 airport pairs from South Africa and when the airline collapsed all of those were lost. British Airways has added back a Jersey – Heathrow service along with a cluster of UK - European destinations and long-haul services to Malé, Portland and Bangkok from their two bases in London.
\n\n\n
Air France operated fewer airport pairs in 2025 than in 2019 due to government directives. Services to Paris Orly were badly impacted with a loss of 27,500 domestic flights a year, the equivalent of seventy-five flights a day! Marseille was particularly badly affected, losing some 5,300 flights a year since the turn of the decade.
\n\n\n
Turkish Airlines appears to have lost around 173 airport pairs, but this largely reflects a transfer of services to its low-cost subsidiary, AnadoluJet. The reallocation of operating prefixes on many services lies behind what looks like a shrinking network at surface level.
\n\n
For all airlines regardless of their location or market segment, keeping the network fresh and responding to both new opportunities and changing consumer demands is a key part of business planning. Looking ahead, it’s very clear that much of the exciting new network growth and airport pairs will come from the low-cost sector, particularly those with multiple bases across Europe. It will be interesting to see what new routes develop during the year and in the longer term just how many new airport pairs are added; surely Ryanair cannot add another five hundred or more, can they?
\n
","postEmailContent":"
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
","postSummaryRss":"
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"wqZsArtl","previousPostFeaturedImage":"https://www.oag.com/hubfs/Star%20Alliance%20Quiz%20%281%29.jpg","previousPostFeaturedImageAltText":"Star Alliance Quiz","previousPostName":"Quiz: Rank The Star Alliance Airlines","previousPostSlug":"blog/quiz-star-alliance-airlines","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1768988858000,"publishDateLocalTime":1768988858000,"publishDateLocalized":{"date":1768988858000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1768988858618,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/network-churn-europe","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
Airlines are constantly updating their route networks as they respond to changes in market conditions, traveler sentiment, geo-political events, supply chain challenges and even the opening and closure of airports around the world. Balancing network changes alongside available airport slots and commercially attractive schedules can be extremely complex - and that’s before the financial performance of every route is considered.
\n
Some airlines consciously drop a proportion of their existing network every year to keep their offering fresh, what’s known as “network churn” within the industry.
\n\n
Network churn is often analysed using airline schedule data and can be measured by:
\n
\n
The number of new routes launched
\n
The number of routes discontinued
\n
The proportion of total routes that change year over year
\n
\n
This metric is particularly useful for understanding airline behaviour during periods of uncertainty, such as economic downturns, fuel price volatility, or shifts in passenger demand.
\n\n
We’ve looked at how much network churn has taken place across European airlines since 2019, including both international and domestic services and split by industry sector (legacy airlines and low-cost carriers (LCCs)). The results could reflect the way that European aviation is heading.
\n
International Growth at the Expense of Domestic Services
\n
There is frequent debate about the decline of regional domestic services and the impact on local economies. However, since 2019 the number of domestic airport pairs operated in Europe has remained largely unchanged, falling by only one. By contrast, international airport pairs have reduced by 23 over the same period. The most significant disruption was caused by the pandemic in 2020, with nearly 2,300 airport pairs dropped, and only in 2022 did a significant recovery in the number of international routes operated get under way.
\n
One notable contributor to the reduction in domestic services has been in Berlin. In 2023, the opening of the new Berlin Brandenberg Airport was a major factor in the loss of domestic services; Berlin Tegel Airport had some 36,600 scheduled domestic services in 2019, compared to just 13,000 at Berlin Brandenberg in 2025, a massive reduction in domestic capacity at what was planned to be a major hub airport.
\n
\n
Analysis at a country level shows growth in domestic services in Spain, Greece and Portugal:
\n
\n
In Spain, 43 new airport pairs have been launched since 2019 through a combination of frequency growth from Binter Canarias and Ryanair, although in the case of Ryanair their 2026 frequency will drop given their dispute with airport management company AENA.
\n
In Portugal, SATA Airlines has increased frequency by 26% with the expansion of services to and from Punta Delgada driving much of the growth.
\n
Greek operator Aegean Airlines’ launch of domestic services in 2022 and subsequent growth to over 50,000 flights in 2025 more than counterbalances the removal of 41,000 domestic flights in 2025 by Olympic Airways, which has gone from market leader to third place.
\n
\n
\n
Low-Cost Airlines Racing Ahead
\n
With multiple operating bases in Europe, low-cost carriers have been able to grow their numbers of airport pairs. And with more aircraft deliveries expected through 2026 this is only likely to continue. Ryanair led the market last year, operating a staggering 2,673 airport pairs with more than 30 flights; three of the five largest airport pairs are unsurprisingly from Dublin, with London Stansted still their largest route.
\n
The high churn of LCCs’ airport pairs is best highlighted by WizzAir, which between 2019 and 2025 stopped operating 328 airport pairs and yet still managed a net increase of 211 in that time. WizzAir has increased operations in Italy three-fold, with 10% of those additional flights allocated to domestic services, many of which operate to/from Catania. First-mover advantage has also been secured by WizzAir in emergent markets such as Albania and North Macedonia - although, in time, other LCCs will enter the market, competing for traffic.
\n
\n
\n
Why is There Less Network Churn for Legacy Airlines?
\n
For legacy airlines adding new airport pairs can be more challenging, especially in Europe where there are complexities to contend with including:
\n
\n
Capacity limits
\n
Commercial partnerships
\n
Overseas franchises
\n
Multiple other variables which can require careful analysis
\n
\n
These three examples demonstrate some of the complexities in legacy airlines’ network churn:
\n\n
The British Airways franchise with Comair operated 15 airport pairs from South Africa and when the airline collapsed all of those were lost. British Airways has added back a Jersey – Heathrow service along with a cluster of UK - European destinations and long-haul services to Malé, Portland and Bangkok from their two bases in London.
\n\n\n
Air France operated fewer airport pairs in 2025 than in 2019 due to government directives. Services to Paris Orly were badly impacted with a loss of 27,500 domestic flights a year, the equivalent of seventy-five flights a day! Marseille was particularly badly affected, losing some 5,300 flights a year since the turn of the decade.
\n\n\n
Turkish Airlines appears to have lost around 173 airport pairs, but this largely reflects a transfer of services to its low-cost subsidiary, AnadoluJet. The reallocation of operating prefixes on many services lies behind what looks like a shrinking network at surface level.
\n\n
For all airlines regardless of their location or market segment, keeping the network fresh and responding to both new opportunities and changing consumer demands is a key part of business planning. Looking ahead, it’s very clear that much of the exciting new network growth and airport pairs will come from the low-cost sector, particularly those with multiple bases across Europe. It will be interesting to see what new routes develop during the year and in the longer term just how many new airport pairs are added; surely Ryanair cannot add another five hundred or more, can they?
\n
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John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
","post_body":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
\n
Low-Cost Carriers Continue to Drive Airline Growth
\n
Through to the end of this decade, expect most growth globally to be generated from the low-cost airline sector. Major low-cost operators are due to receive their latest aircraft orders and will expand their networks further. And for many of those airlines we should expect to see an ever-greater focus on ancillary product revenues and maybe even some premium products coming to the market.
\n
Smart Airlines Will Gain an Advantage with AI
\n
Expect lots of stories around AI and its increasing use in the industry with many of the developments in operational areas. Every slight efficiency gained by using AI should result in a cost benefit to the airlines and improved margins for those clever airlines that test thoroughly and adopt early.
\n
Record Revenues For Many Airlines?
\n
Based on current demand and capacity trends, 2026 looks set to be a good year with the potential for record levels of profitability for most airline CEOs. Even some of the less efficient national airlines could break even. Demand continues to be strong, despite concerns around economic growth and consumer confidence, and a weakening of the US Dollar would be a positive for many airlines.
In 2025, there were some 44,400 narrow-bodied flights - an increase of over 18% compared to 2024 - that lasted in excess of more than seven hours and thirty minutes. We expect that to comfortably break the 50,000 mark in 2026 with many transatlantic services added.
\n
Airlines Will Adapt to Geo-Political Events – at a Cost
\n
Sadly, the reach of geo-politics will never be far away and is always outside the control of the airlines that are inevitably impacted. Airlines and their management teams are very skilled at flipping capacity when necessary, but it always takes a lot of effort and cost.
\n
\n
Sustainability Will Improve, But Targets Remain Hard to Reach
\n
Progress will be made on many sustainability fronts from Sustainable Aviation Fuel (SAF) through to airport facilities and operational vehicles, but meeting the industry’s targets remains almost impossible given where we are today.
\n
European Strikes in the Summer
\n
And finally, don’t be surprised if there is a French or German Air Traffic Control strike for a few days at some point in the summer!
And of course, this all comes with the understanding that in aviation, as in life, we should expect the unexpected! Sign up for aviation news and analysis from OAG below to stay on top of new developments.
\n
","rss_summary":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
","rss_body":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
\n
Low-Cost Carriers Continue to Drive Airline Growth
\n
Through to the end of this decade, expect most growth globally to be generated from the low-cost airline sector. Major low-cost operators are due to receive their latest aircraft orders and will expand their networks further. And for many of those airlines we should expect to see an ever-greater focus on ancillary product revenues and maybe even some premium products coming to the market.
\n
Smart Airlines Will Gain an Advantage with AI
\n
Expect lots of stories around AI and its increasing use in the industry with many of the developments in operational areas. Every slight efficiency gained by using AI should result in a cost benefit to the airlines and improved margins for those clever airlines that test thoroughly and adopt early.
\n
Record Revenues For Many Airlines?
\n
Based on current demand and capacity trends, 2026 looks set to be a good year with the potential for record levels of profitability for most airline CEOs. Even some of the less efficient national airlines could break even. Demand continues to be strong, despite concerns around economic growth and consumer confidence, and a weakening of the US Dollar would be a positive for many airlines.
In 2025, there were some 44,400 narrow-bodied flights - an increase of over 18% compared to 2024 - that lasted in excess of more than seven hours and thirty minutes. We expect that to comfortably break the 50,000 mark in 2026 with many transatlantic services added.
\n
Airlines Will Adapt to Geo-Political Events – at a Cost
\n
Sadly, the reach of geo-politics will never be far away and is always outside the control of the airlines that are inevitably impacted. Airlines and their management teams are very skilled at flipping capacity when necessary, but it always takes a lot of effort and cost.
\n
\n
Sustainability Will Improve, But Targets Remain Hard to Reach
\n
Progress will be made on many sustainability fronts from Sustainable Aviation Fuel (SAF) through to airport facilities and operational vehicles, but meeting the industry’s targets remains almost impossible given where we are today.
\n
European Strikes in the Summer
\n
And finally, don’t be surprised if there is a French or German Air Traffic Control strike for a few days at some point in the summer!
And of course, this all comes with the understanding that in aviation, as in life, we should expect the unexpected! Sign up for aviation news and analysis from OAG below to stay on top of new developments.
\n
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John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
\n
Low-Cost Carriers Continue to Drive Airline Growth
\n
Through to the end of this decade, expect most growth globally to be generated from the low-cost airline sector. Major low-cost operators are due to receive their latest aircraft orders and will expand their networks further. And for many of those airlines we should expect to see an ever-greater focus on ancillary product revenues and maybe even some premium products coming to the market.
\n
Smart Airlines Will Gain an Advantage with AI
\n
Expect lots of stories around AI and its increasing use in the industry with many of the developments in operational areas. Every slight efficiency gained by using AI should result in a cost benefit to the airlines and improved margins for those clever airlines that test thoroughly and adopt early.
\n
Record Revenues For Many Airlines?
\n
Based on current demand and capacity trends, 2026 looks set to be a good year with the potential for record levels of profitability for most airline CEOs. Even some of the less efficient national airlines could break even. Demand continues to be strong, despite concerns around economic growth and consumer confidence, and a weakening of the US Dollar would be a positive for many airlines.
In 2025, there were some 44,400 narrow-bodied flights - an increase of over 18% compared to 2024 - that lasted in excess of more than seven hours and thirty minutes. We expect that to comfortably break the 50,000 mark in 2026 with many transatlantic services added.
\n
Airlines Will Adapt to Geo-Political Events – at a Cost
\n
Sadly, the reach of geo-politics will never be far away and is always outside the control of the airlines that are inevitably impacted. Airlines and their management teams are very skilled at flipping capacity when necessary, but it always takes a lot of effort and cost.
\n
\n
Sustainability Will Improve, But Targets Remain Hard to Reach
\n
Progress will be made on many sustainability fronts from Sustainable Aviation Fuel (SAF) through to airport facilities and operational vehicles, but meeting the industry’s targets remains almost impossible given where we are today.
\n
European Strikes in the Summer
\n
And finally, don’t be surprised if there is a French or German Air Traffic Control strike for a few days at some point in the summer!
And of course, this all comes with the understanding that in aviation, as in life, we should expect the unexpected! Sign up for aviation news and analysis from OAG below to stay on top of new developments.
\n
","postBodyRss":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
\n
Low-Cost Carriers Continue to Drive Airline Growth
\n
Through to the end of this decade, expect most growth globally to be generated from the low-cost airline sector. Major low-cost operators are due to receive their latest aircraft orders and will expand their networks further. And for many of those airlines we should expect to see an ever-greater focus on ancillary product revenues and maybe even some premium products coming to the market.
\n
Smart Airlines Will Gain an Advantage with AI
\n
Expect lots of stories around AI and its increasing use in the industry with many of the developments in operational areas. Every slight efficiency gained by using AI should result in a cost benefit to the airlines and improved margins for those clever airlines that test thoroughly and adopt early.
\n
Record Revenues For Many Airlines?
\n
Based on current demand and capacity trends, 2026 looks set to be a good year with the potential for record levels of profitability for most airline CEOs. Even some of the less efficient national airlines could break even. Demand continues to be strong, despite concerns around economic growth and consumer confidence, and a weakening of the US Dollar would be a positive for many airlines.
In 2025, there were some 44,400 narrow-bodied flights - an increase of over 18% compared to 2024 - that lasted in excess of more than seven hours and thirty minutes. We expect that to comfortably break the 50,000 mark in 2026 with many transatlantic services added.
\n
Airlines Will Adapt to Geo-Political Events – at a Cost
\n
Sadly, the reach of geo-politics will never be far away and is always outside the control of the airlines that are inevitably impacted. Airlines and their management teams are very skilled at flipping capacity when necessary, but it always takes a lot of effort and cost.
\n
\n
Sustainability Will Improve, But Targets Remain Hard to Reach
\n
Progress will be made on many sustainability fronts from Sustainable Aviation Fuel (SAF) through to airport facilities and operational vehicles, but meeting the industry’s targets remains almost impossible given where we are today.
\n
European Strikes in the Summer
\n
And finally, don’t be surprised if there is a French or German Air Traffic Control strike for a few days at some point in the summer!
And of course, this all comes with the understanding that in aviation, as in life, we should expect the unexpected! Sign up for aviation news and analysis from OAG below to stay on top of new developments.
\n
","postEmailContent":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
","postSummaryRss":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"olASdjGr","previousPostFeaturedImage":"https://www.oag.com/hubfs/Network%20Churn%20in%20Aviation.jpg","previousPostFeaturedImageAltText":"Network Churn in Aviation","previousPostName":"The Complexities of Network Churn across European Airlines","previousPostSlug":"blog/network-churn-europe","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1768559400000,"publishDateLocalTime":1768559400000,"publishDateLocalized":{"date":1768559400000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1768821170511,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/-air-travel-trends-that-will-shape-2026","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
\n
Low-Cost Carriers Continue to Drive Airline Growth
\n
Through to the end of this decade, expect most growth globally to be generated from the low-cost airline sector. Major low-cost operators are due to receive their latest aircraft orders and will expand their networks further. And for many of those airlines we should expect to see an ever-greater focus on ancillary product revenues and maybe even some premium products coming to the market.
\n
Smart Airlines Will Gain an Advantage with AI
\n
Expect lots of stories around AI and its increasing use in the industry with many of the developments in operational areas. Every slight efficiency gained by using AI should result in a cost benefit to the airlines and improved margins for those clever airlines that test thoroughly and adopt early.
\n
Record Revenues For Many Airlines?
\n
Based on current demand and capacity trends, 2026 looks set to be a good year with the potential for record levels of profitability for most airline CEOs. Even some of the less efficient national airlines could break even. Demand continues to be strong, despite concerns around economic growth and consumer confidence, and a weakening of the US Dollar would be a positive for many airlines.
In 2025, there were some 44,400 narrow-bodied flights - an increase of over 18% compared to 2024 - that lasted in excess of more than seven hours and thirty minutes. We expect that to comfortably break the 50,000 mark in 2026 with many transatlantic services added.
\n
Airlines Will Adapt to Geo-Political Events – at a Cost
\n
Sadly, the reach of geo-politics will never be far away and is always outside the control of the airlines that are inevitably impacted. Airlines and their management teams are very skilled at flipping capacity when necessary, but it always takes a lot of effort and cost.
\n
\n
Sustainability Will Improve, But Targets Remain Hard to Reach
\n
Progress will be made on many sustainability fronts from Sustainable Aviation Fuel (SAF) through to airport facilities and operational vehicles, but meeting the industry’s targets remains almost impossible given where we are today.
\n
European Strikes in the Summer
\n
And finally, don’t be surprised if there is a French or German Air Traffic Control strike for a few days at some point in the summer!
And of course, this all comes with the understanding that in aviation, as in life, we should expect the unexpected! Sign up for aviation news and analysis from OAG below to stay on top of new developments.
\n
","rssSummary":"
John Grant brings together schedule data, pricing insights, and operational experience to connect the dots between today’s trends and the year(s) ahead. Here he shares his perspective on how current trends may play out over the coming year and beyond.
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As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
\n\n
Methodology: Airfare data is calculated as the annual average of the lowest available economy one-way airfare at departure, with prices aggregated in the first week of December and reported in US dollars (USD$).
\n
Top 10 Busiest Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Routes
This route competes with high speed rail - the fastest rail journey is 4h18m between Beijing and Shanghai - so the increase in economy airfares suggests air is still competitive on this route.
\n
\n
Lowest Airfare: $44 on Jeju (CJU) to Seoul Gimpo (GMP) -11% YoY
\n
\n
Given the nature of competition - as this is the world's busiest route - some airfare reductions are expected.
\n
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +52%Shanghai Hongqiao (SHA) - Shenzen (SZX) $207
\n
Most decreased airfare: -12% Fukuoka (FUK) - Tokyo Haneda (HND) $101
\n
Which routes are the most competitive?
\n
\n
Jeju (CJU) to Seoul Gimpo (GMP) and Shanghai Hongqiao (SHA) to Shenzhen (SZX) are the most competitive routes, both routes have seven carriers operating on them, with extreme competition across legacy and low-cost airlines.
\n
Vietnam’s largest domestic route between Hanoi (HAN) and Ho Chi Minh City (SGN) is also highly competitive with six carriers and saw airfares decrease by 11% year-on-year, with the average one-way economy ticket costing $67. Vietnam’s air market faced some turmoil and contraction in the years following the global pandemic, but the outlook appears positive and growth seems set to continue. In 2025, capacity on this route grew by 8%, considerably above the regional average.
\n
\n
Which is the fastest growing route by airline capacity?
\n
Saudi Arabia’s flagship domestic route between Jeddah (JED) and Riyadh (RUH) is the fastest growing route in the top ten:
\n
\n
8 million seats were scheduled on this route in 2025, a 22% capacity increase YoY
\n
The average one-way lowest economy airfare was $95, a 27% airfare increase YoY
\n
3 carriers operate on this 460-mile route
\n
\n
The pace of growth of this route reflects the significant investment underway in transitioning Saudi Arabia’s economy and an increased focus on air travel within and beyond the Kingdom.
Top 10 Busiest Cross-Border Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Cross-Border Routes
\n
Highest Airfare: $585 on New York JFK (JFK) - London Heathrow (LHR)
\n
Lowest Airfare: $62 on Kuala Lumpur (KUL) – Singapore Changi (SIN)
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +8 % Kuala Lumpur (KUL) - Singapore Changi (SIN) $62
\n
Most decreased airfare: -16% Seoul Incheon (ICN) - Osaka (KIX) $111
\n
Which routes are the most competitive?
\n
\n
Tokyo Narita (NRT) to Taipei (TPE) is the most competitive route with ten carriers operating on it, which is undoubtedly a key factor in the 15% reduction in fares YoY. This route is also fairly static year on year, with just 1% growth.
\n
The popularity ofthe Middle East’s largest trunk route, Cairo (CAI) to Jeddah (JED), is evident by the sheer number of carriers operating on it, totalling nine in 2025. Average one-way fares of $145, mark a 12%reduction on the previous year.
\n
\n
Which is the fastest growing cross border route by airline capacity?
\n
Seoul Incheon (ICN) - Tokyo Narita (NRT) was the fastest growing route in 2025, this Japanese to South Korea route increased capacity by 58% YoY with 5.1 million seats scheduled in 2025, lowest average one-way fares on this route were 12% down YoY at $140.
\n
Other Key Highlights:
\n
\n
The busiest cross-border airline route in 2025 remained Hong Kong (HKG) to Taipei (TPE), this route had seven carriers operating on it in 2025. Year-on-year airfares reduced on this route by 6%, to $115.
\n
Average fares have fallen on the Bangkok (BKK) to Hong Kong (HKG) route by 13% YoY to $168, reflecting the waning demand for Chinese outbound tourists to Thailand.
\n
\nClick here to find out more about OAG's Airfare Data. \n
\n
","post_summary":"
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
\n\n
Methodology: Airfare data is calculated as the annual average of the lowest available economy one-way airfare at departure, with prices aggregated in the first week of December and reported in US dollars (USD$).
\n
Top 10 Busiest Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Routes
This route competes with high speed rail - the fastest rail journey is 4h18m between Beijing and Shanghai - so the increase in economy airfares suggests air is still competitive on this route.
\n
\n
Lowest Airfare: $44 on Jeju (CJU) to Seoul Gimpo (GMP) -11% YoY
\n
\n
Given the nature of competition - as this is the world's busiest route - some airfare reductions are expected.
\n
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +52%Shanghai Hongqiao (SHA) - Shenzen (SZX) $207
\n
Most decreased airfare: -12% Fukuoka (FUK) - Tokyo Haneda (HND) $101
\n
Which routes are the most competitive?
\n
\n
Jeju (CJU) to Seoul Gimpo (GMP) and Shanghai Hongqiao (SHA) to Shenzhen (SZX) are the most competitive routes, both routes have seven carriers operating on them, with extreme competition across legacy and low-cost airlines.
\n
Vietnam’s largest domestic route between Hanoi (HAN) and Ho Chi Minh City (SGN) is also highly competitive with six carriers and saw airfares decrease by 11% year-on-year, with the average one-way economy ticket costing $67. Vietnam’s air market faced some turmoil and contraction in the years following the global pandemic, but the outlook appears positive and growth seems set to continue. In 2025, capacity on this route grew by 8%, considerably above the regional average.
\n
\n
Which is the fastest growing route by airline capacity?
\n
Saudi Arabia’s flagship domestic route between Jeddah (JED) and Riyadh (RUH) is the fastest growing route in the top ten:
\n
\n
8 million seats were scheduled on this route in 2025, a 22% capacity increase YoY
\n
The average one-way lowest economy airfare was $95, a 27% airfare increase YoY
\n
3 carriers operate on this 460-mile route
\n
\n
The pace of growth of this route reflects the significant investment underway in transitioning Saudi Arabia’s economy and an increased focus on air travel within and beyond the Kingdom.
Top 10 Busiest Cross-Border Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Cross-Border Routes
\n
Highest Airfare: $585 on New York JFK (JFK) - London Heathrow (LHR)
\n
Lowest Airfare: $62 on Kuala Lumpur (KUL) – Singapore Changi (SIN)
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +8 % Kuala Lumpur (KUL) - Singapore Changi (SIN) $62
\n
Most decreased airfare: -16% Seoul Incheon (ICN) - Osaka (KIX) $111
\n
Which routes are the most competitive?
\n
\n
Tokyo Narita (NRT) to Taipei (TPE) is the most competitive route with ten carriers operating on it, which is undoubtedly a key factor in the 15% reduction in fares YoY. This route is also fairly static year on year, with just 1% growth.
\n
The popularity ofthe Middle East’s largest trunk route, Cairo (CAI) to Jeddah (JED), is evident by the sheer number of carriers operating on it, totalling nine in 2025. Average one-way fares of $145, mark a 12%reduction on the previous year.
\n
\n
Which is the fastest growing cross border route by airline capacity?
\n
Seoul Incheon (ICN) - Tokyo Narita (NRT) was the fastest growing route in 2025, this Japanese to South Korea route increased capacity by 58% YoY with 5.1 million seats scheduled in 2025, lowest average one-way fares on this route were 12% down YoY at $140.
\n
Other Key Highlights:
\n
\n
The busiest cross-border airline route in 2025 remained Hong Kong (HKG) to Taipei (TPE), this route had seven carriers operating on it in 2025. Year-on-year airfares reduced on this route by 6%, to $115.
\n
Average fares have fallen on the Bangkok (BKK) to Hong Kong (HKG) route by 13% YoY to $168, reflecting the waning demand for Chinese outbound tourists to Thailand.
\n
\nClick here to find out more about OAG's Airfare Data. \n
\n
","rss_summary":"
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
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As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
\n\n
Methodology: Airfare data is calculated as the annual average of the lowest available economy one-way airfare at departure, with prices aggregated in the first week of December and reported in US dollars (USD$).
\n
Top 10 Busiest Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Routes
This route competes with high speed rail - the fastest rail journey is 4h18m between Beijing and Shanghai - so the increase in economy airfares suggests air is still competitive on this route.
\n
\n
Lowest Airfare: $44 on Jeju (CJU) to Seoul Gimpo (GMP) -11% YoY
\n
\n
Given the nature of competition - as this is the world's busiest route - some airfare reductions are expected.
\n
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +52%Shanghai Hongqiao (SHA) - Shenzen (SZX) $207
\n
Most decreased airfare: -12% Fukuoka (FUK) - Tokyo Haneda (HND) $101
\n
Which routes are the most competitive?
\n
\n
Jeju (CJU) to Seoul Gimpo (GMP) and Shanghai Hongqiao (SHA) to Shenzhen (SZX) are the most competitive routes, both routes have seven carriers operating on them, with extreme competition across legacy and low-cost airlines.
\n
Vietnam’s largest domestic route between Hanoi (HAN) and Ho Chi Minh City (SGN) is also highly competitive with six carriers and saw airfares decrease by 11% year-on-year, with the average one-way economy ticket costing $67. Vietnam’s air market faced some turmoil and contraction in the years following the global pandemic, but the outlook appears positive and growth seems set to continue. In 2025, capacity on this route grew by 8%, considerably above the regional average.
\n
\n
Which is the fastest growing route by airline capacity?
\n
Saudi Arabia’s flagship domestic route between Jeddah (JED) and Riyadh (RUH) is the fastest growing route in the top ten:
\n
\n
8 million seats were scheduled on this route in 2025, a 22% capacity increase YoY
\n
The average one-way lowest economy airfare was $95, a 27% airfare increase YoY
\n
3 carriers operate on this 460-mile route
\n
\n
The pace of growth of this route reflects the significant investment underway in transitioning Saudi Arabia’s economy and an increased focus on air travel within and beyond the Kingdom.
Top 10 Busiest Cross-Border Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Cross-Border Routes
\n
Highest Airfare: $585 on New York JFK (JFK) - London Heathrow (LHR)
\n
Lowest Airfare: $62 on Kuala Lumpur (KUL) – Singapore Changi (SIN)
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +8 % Kuala Lumpur (KUL) - Singapore Changi (SIN) $62
\n
Most decreased airfare: -16% Seoul Incheon (ICN) - Osaka (KIX) $111
\n
Which routes are the most competitive?
\n
\n
Tokyo Narita (NRT) to Taipei (TPE) is the most competitive route with ten carriers operating on it, which is undoubtedly a key factor in the 15% reduction in fares YoY. This route is also fairly static year on year, with just 1% growth.
\n
The popularity ofthe Middle East’s largest trunk route, Cairo (CAI) to Jeddah (JED), is evident by the sheer number of carriers operating on it, totalling nine in 2025. Average one-way fares of $145, mark a 12%reduction on the previous year.
\n
\n
Which is the fastest growing cross border route by airline capacity?
\n
Seoul Incheon (ICN) - Tokyo Narita (NRT) was the fastest growing route in 2025, this Japanese to South Korea route increased capacity by 58% YoY with 5.1 million seats scheduled in 2025, lowest average one-way fares on this route were 12% down YoY at $140.
\n
Other Key Highlights:
\n
\n
The busiest cross-border airline route in 2025 remained Hong Kong (HKG) to Taipei (TPE), this route had seven carriers operating on it in 2025. Year-on-year airfares reduced on this route by 6%, to $115.
\n
Average fares have fallen on the Bangkok (BKK) to Hong Kong (HKG) route by 13% YoY to $168, reflecting the waning demand for Chinese outbound tourists to Thailand.
\n
\nClick here to find out more about OAG's Airfare Data. \n
\n
","postBodyRss":"
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
\n\n
Methodology: Airfare data is calculated as the annual average of the lowest available economy one-way airfare at departure, with prices aggregated in the first week of December and reported in US dollars (USD$).
\n
Top 10 Busiest Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Routes
This route competes with high speed rail - the fastest rail journey is 4h18m between Beijing and Shanghai - so the increase in economy airfares suggests air is still competitive on this route.
\n
\n
Lowest Airfare: $44 on Jeju (CJU) to Seoul Gimpo (GMP) -11% YoY
\n
\n
Given the nature of competition - as this is the world's busiest route - some airfare reductions are expected.
\n
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +52%Shanghai Hongqiao (SHA) - Shenzen (SZX) $207
\n
Most decreased airfare: -12% Fukuoka (FUK) - Tokyo Haneda (HND) $101
\n
Which routes are the most competitive?
\n
\n
Jeju (CJU) to Seoul Gimpo (GMP) and Shanghai Hongqiao (SHA) to Shenzhen (SZX) are the most competitive routes, both routes have seven carriers operating on them, with extreme competition across legacy and low-cost airlines.
\n
Vietnam’s largest domestic route between Hanoi (HAN) and Ho Chi Minh City (SGN) is also highly competitive with six carriers and saw airfares decrease by 11% year-on-year, with the average one-way economy ticket costing $67. Vietnam’s air market faced some turmoil and contraction in the years following the global pandemic, but the outlook appears positive and growth seems set to continue. In 2025, capacity on this route grew by 8%, considerably above the regional average.
\n
\n
Which is the fastest growing route by airline capacity?
\n
Saudi Arabia’s flagship domestic route between Jeddah (JED) and Riyadh (RUH) is the fastest growing route in the top ten:
\n
\n
8 million seats were scheduled on this route in 2025, a 22% capacity increase YoY
\n
The average one-way lowest economy airfare was $95, a 27% airfare increase YoY
\n
3 carriers operate on this 460-mile route
\n
\n
The pace of growth of this route reflects the significant investment underway in transitioning Saudi Arabia’s economy and an increased focus on air travel within and beyond the Kingdom.
Top 10 Busiest Cross-Border Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Cross-Border Routes
\n
Highest Airfare: $585 on New York JFK (JFK) - London Heathrow (LHR)
\n
Lowest Airfare: $62 on Kuala Lumpur (KUL) – Singapore Changi (SIN)
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +8 % Kuala Lumpur (KUL) - Singapore Changi (SIN) $62
\n
Most decreased airfare: -16% Seoul Incheon (ICN) - Osaka (KIX) $111
\n
Which routes are the most competitive?
\n
\n
Tokyo Narita (NRT) to Taipei (TPE) is the most competitive route with ten carriers operating on it, which is undoubtedly a key factor in the 15% reduction in fares YoY. This route is also fairly static year on year, with just 1% growth.
\n
The popularity ofthe Middle East’s largest trunk route, Cairo (CAI) to Jeddah (JED), is evident by the sheer number of carriers operating on it, totalling nine in 2025. Average one-way fares of $145, mark a 12%reduction on the previous year.
\n
\n
Which is the fastest growing cross border route by airline capacity?
\n
Seoul Incheon (ICN) - Tokyo Narita (NRT) was the fastest growing route in 2025, this Japanese to South Korea route increased capacity by 58% YoY with 5.1 million seats scheduled in 2025, lowest average one-way fares on this route were 12% down YoY at $140.
\n
Other Key Highlights:
\n
\n
The busiest cross-border airline route in 2025 remained Hong Kong (HKG) to Taipei (TPE), this route had seven carriers operating on it in 2025. Year-on-year airfares reduced on this route by 6%, to $115.
\n
Average fares have fallen on the Bangkok (BKK) to Hong Kong (HKG) route by 13% YoY to $168, reflecting the waning demand for Chinese outbound tourists to Thailand.
\n
\nClick here to find out more about OAG's Airfare Data. \n
\n
","postEmailContent":"
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
\n","postSummaryRss":"
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"yMFTOqIT","previousPostFeaturedImage":"https://www.oag.com/hubfs/2026%20Air%20Travel%20Trends.jpg","previousPostFeaturedImageAltText":"","previousPostName":"The Air Travel Trends That Will Shape 2026","previousPostSlug":"blog/-air-travel-trends-that-will-shape-2026","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1767958829000,"publishDateLocalTime":1767958829000,"publishDateLocalized":{"date":1767958829000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1768902519741,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/airfares-on-the-worlds-busiest-flight-routes-in-2025-oag","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
\n\n
Methodology: Airfare data is calculated as the annual average of the lowest available economy one-way airfare at departure, with prices aggregated in the first week of December and reported in US dollars (USD$).
\n
Top 10 Busiest Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Routes
This route competes with high speed rail - the fastest rail journey is 4h18m between Beijing and Shanghai - so the increase in economy airfares suggests air is still competitive on this route.
\n
\n
Lowest Airfare: $44 on Jeju (CJU) to Seoul Gimpo (GMP) -11% YoY
\n
\n
Given the nature of competition - as this is the world's busiest route - some airfare reductions are expected.
\n
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +52%Shanghai Hongqiao (SHA) - Shenzen (SZX) $207
\n
Most decreased airfare: -12% Fukuoka (FUK) - Tokyo Haneda (HND) $101
\n
Which routes are the most competitive?
\n
\n
Jeju (CJU) to Seoul Gimpo (GMP) and Shanghai Hongqiao (SHA) to Shenzhen (SZX) are the most competitive routes, both routes have seven carriers operating on them, with extreme competition across legacy and low-cost airlines.
\n
Vietnam’s largest domestic route between Hanoi (HAN) and Ho Chi Minh City (SGN) is also highly competitive with six carriers and saw airfares decrease by 11% year-on-year, with the average one-way economy ticket costing $67. Vietnam’s air market faced some turmoil and contraction in the years following the global pandemic, but the outlook appears positive and growth seems set to continue. In 2025, capacity on this route grew by 8%, considerably above the regional average.
\n
\n
Which is the fastest growing route by airline capacity?
\n
Saudi Arabia’s flagship domestic route between Jeddah (JED) and Riyadh (RUH) is the fastest growing route in the top ten:
\n
\n
8 million seats were scheduled on this route in 2025, a 22% capacity increase YoY
\n
The average one-way lowest economy airfare was $95, a 27% airfare increase YoY
\n
3 carriers operate on this 460-mile route
\n
\n
The pace of growth of this route reflects the significant investment underway in transitioning Saudi Arabia’s economy and an increased focus on air travel within and beyond the Kingdom.
Top 10 Busiest Cross-Border Flight Routes: Airfare Changes Year-on-Year
\n
\n
Highest and Lowest Airfares on the World’s Busiest Cross-Border Routes
\n
Highest Airfare: $585 on New York JFK (JFK) - London Heathrow (LHR)
\n
Lowest Airfare: $62 on Kuala Lumpur (KUL) – Singapore Changi (SIN)
\n
Which routes have seen the biggest airfare fluctuations year-on-year?
\n
Most increased airfare: +8 % Kuala Lumpur (KUL) - Singapore Changi (SIN) $62
\n
Most decreased airfare: -16% Seoul Incheon (ICN) - Osaka (KIX) $111
\n
Which routes are the most competitive?
\n
\n
Tokyo Narita (NRT) to Taipei (TPE) is the most competitive route with ten carriers operating on it, which is undoubtedly a key factor in the 15% reduction in fares YoY. This route is also fairly static year on year, with just 1% growth.
\n
The popularity ofthe Middle East’s largest trunk route, Cairo (CAI) to Jeddah (JED), is evident by the sheer number of carriers operating on it, totalling nine in 2025. Average one-way fares of $145, mark a 12%reduction on the previous year.
\n
\n
Which is the fastest growing cross border route by airline capacity?
\n
Seoul Incheon (ICN) - Tokyo Narita (NRT) was the fastest growing route in 2025, this Japanese to South Korea route increased capacity by 58% YoY with 5.1 million seats scheduled in 2025, lowest average one-way fares on this route were 12% down YoY at $140.
\n
Other Key Highlights:
\n
\n
The busiest cross-border airline route in 2025 remained Hong Kong (HKG) to Taipei (TPE), this route had seven carriers operating on it in 2025. Year-on-year airfares reduced on this route by 6%, to $115.
\n
Average fares have fallen on the Bangkok (BKK) to Hong Kong (HKG) route by 13% YoY to $168, reflecting the waning demand for Chinese outbound tourists to Thailand.
\n
\nClick here to find out more about OAG's Airfare Data. \n
\n
","rssSummary":"
As global air travel continues its post-pandemic normalization, airfare trends on the world’s busiest routes reveal where competition is intensifying. By comparing average lowest one-way fares at departure in 2025 versus 2024, this analysis highlights how airlines are pricing seats on the world's most flown routes.
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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.
\n","postSummaryRss":"
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\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.
\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.
","rss_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
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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! 🎧
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
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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.
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.
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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
","rssSummary":"
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.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","post_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","postBodyRss":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Fasten your seat belt, sit back and tune in!
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Fasten your seat belt, sit back and tune in!
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Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","post_body":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","rss_summary":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","rss_body":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postBodyRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postEmailContent":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","rssSummary":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
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In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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