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\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
","rss_summary":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n","rss_body":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
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In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
","postBodyRss":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
","postEmailContent":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n","postSummaryRss":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
","postTemplate":"OAG 2026/templates/blog/clean-pro-blog-post.html","previewImageSrc":null,"previewKey":"iMSgOjFz","previousPostFeaturedImage":"https://www.oag.com/hubfs/Pricing%20Analyst.jpg","previousPostFeaturedImageAltText":"","previousPostName":"US Airfares in Q1 2026: What the Data Shows","previousPostSlug":"blog/us-airfare-increases-and-decreasesn-q1-2026","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1776957300000,"publishDateLocalTime":1776957300000,"publishDateLocalized":{"date":1776957300000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":false,"publishTimezoneOffset":null,"publishedAt":1776957300465,"publishedByEmail":null,"publishedById":100,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/the-us-domestic-market-ready-for-reorganisation","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
\n
\n
It all begins with supply
\n
Simple economics will tell you that many of the biggest problems faced are around supply and, in this case, capacity - and most importantly, the types of capacity being supplied.
\n
International airline capacity is important, accounting for ~99.1 million seats this summer season – around 13% of total US capacity, of which US-based carriers hold a 51% share - but the current supply focus is on the domestic market. Widely recognised as one of the most mature markets in the world and where through several rounds of consolidation airline profitability has been higher than industry averages, the US domestic market is now facing its latest strategic crisis.
\n
Capacity market share over the last decade
\n
In the last ten years, domestic capacity has increased by 19% across both legacy and low-cost segments, the low-cost share has remained at just below one-third for the last decade. Such balance and consistency reflects a mature, well-ordered market where every airline knew its place in the market and benefited from it.
\n
\n
In the legacy carrier segment balance has also largely remained in place with little change in capacity share across the major legacy airlines in ten years. Much of the competition between the carriers is based around product offering, the network offered, and various creative pricing strategies.
\n
From a results perspective, United and Delta Air Lines have outperformed American Airlines in recent years, leading in terms of product development and service offering (although American claim to be catching up with their competitors). Ultimately, a stabilised supply of capacity and no significant changes in respective capacity shares have served both the airlines and the consumer well. The disruption that we are now seeing in the wider US market is not a result of any significant changes in the networks, capacity or the legacy airlines’ strategies.
\n
\n
In the low-cost carrier (LCC) segment, Southwest Airlines remain the true definition of a market leader with nearly seven times morecapacity than second placed JetBlue; indeed, Southwest capacity production places them as the second largest carrier in the US domestic market, slightly ahead of Delta Air Lines. Collectively the tier two low-cost airlines - comprising of JetBlue, Frontier, Spirit and Allegiant - provide 7.8% of all US domestic capacity and would normally be considered as part players in the market, but at the moment how these carriers are changing and performing is where the focus is really taking place.
\n
\n
Post-pandemic, Spirit grew rapidly – expanding its fleet from 147 to 232 aircraft by 2024 to capture surging 'revenge travel' demand. That growth came at a cost. Maintenance issues left aircraft grounded waiting for parts, driving up costs without generating revenue. Spirit has since been through two Chapter 11 processes, now operating 160 aircraft with further fleet reductions possible. Unexpectedly increased fuel costs and draining consumer confidence have analysts suggesting that Spirit may not survive the summer season and certainly a slowdown in bookings, weakening general market demand and less disposable income are all factors that are working against the airline and with their current on-time performance around 63%, operational integrity needs to be addressed as well.
\n
\n
Spirit's demise is to Frontier's advantage; the latter has doubled capacity since 2016 and now offers more seats in the market than JetBlue. Frontier have 21 million seats on sale this summer season, slightly down on summer 2025’s 22 million. Operating 183 aircraft this year the airline has expanded its fleet from 134 in 2022, which has allowed the carrier to both keep its unit costs under control and thereby compete head-to-head with the other established low-cost carriers.
\n
It’s all about the cost
\n
Successful airlines are obsessed with cost control and are ruthless in every aspect of their processes. For every low-cost airline keeping unit costs under control is one of the most important parts of the business and once they start to creep up, getting them back under control becomes almost impossible. As Spirit and JetBlue have found out in recent times once the organisation's cost start to increase, they climb and climb, especially when those costs must be allocated to aircraft fleets that are not growing or shrinking.
\n
Overlay increasing operating costs with a currently higher fuel price and suddenly survival can become very hard. US airlines typically do not hedge fuel price, buying at market rates. Spirit is currently paying over US$4 per gallon against a budgeted assumption of US$2.67 – and their 2027 fuel budget is set at US$2.14. That gap is not something fare increases can reliably close, particularly in a market where consumer confidence is softening and discretionary travel spend is under pressure. All of which may explain why Spirit are exploring the potential for government support for the increased costs of their current operation and why JetBlue have just secured US$500 million against 22 aircraft; a move that will buy time but not a long-term solution to the market’s forces. All of which begs one question, what happens next?
\n
Is there a way forward?
\n
The answer may be consolidation. Capacity growth has been steady over the last decade, but the intensity of competition has reached a point where survival for all players looks increasingly difficult. Various attempts, discussions and speculation have yet to result in any concrete developments. It could be argued that some of the airlines operating have little value to bring to a new partnership.
\n
But in times of desperation, consolidation can become the least unpalatable option. There is clearly pressure for something to give in the US market over the next few months, be that the collapse of one or two carriers, a meeting of minds with a merger, or an acquisition led by one of the more financially stable low-cost operators.
\n
While it is unusual for such speculation in the peak demand summer season it’s clear that some airlines are under increasing pressure and that waiting until the traditional autumn period for such events is not possible. Quite who the winners will be is yet to be determined; sadly the losers are already in place.
\n
","rssSummary":"
In a market where for many airlines margins are wafer thin, it takes very little for those margins to come under severe pressure. No market is being tested as much as that of the United States right now. Facing several external forces, airlines are reviewing their strategic options - and there are significant implications for the market, airports and travelling public.
\n
We’ve explored some of the key factors behind the current situation, and something is going to have to give - and soon.
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n","post_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","rss_summary":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n","rss_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postBodyRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postEmailContent":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n","postSummaryRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
\n\n
Key takeaways from the discussion:
\n
\n
Central Asia's aviation growth:Central Asia, despite being the smallest region in aviation terms, is the fastest-growing. The region is witnessing rapid market growth, driven primarily by Kazakhstan and Uzbekistan.
\n
Emerging market dynamics: Central Asia is experiencing a shift with a rapidly growing population and increasing GDP, which are positively influencing the aviation market. However, there is a need for structural changes and market liberalisation to sustain growth.
\n
Market dependency: The region has a significant dependency on the Russian market, which poses a risk due to geopolitical instability. Diversification of markets is crucial for sustainable growth.
\n
Infrastructure and investment: There is substantial investment in aviation infrastructure, including new airports and fleet expansions, indicating a strong commitment to future growth.
\n
Future opportunities and challenges:Despite the challenges, there is optimism about the future due to strong fundamentals such as economic growth and tourism expansion. However, achieving this potential will require addressing regulatory issues and enhancing cross-sector collaboration.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","rssSummary":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Dmitry Martynenko (Commercial Director, Samarkand International Airport) to explore the rapid growth of Central Asia’s aviation market, highlighting key capacity trends, emerging routes, and the airlines shaping the region’s expanding connectivity.
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**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n","post_body":"
**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n
Infographic: The biggest US airlines, summer 2026
\n
\n
\n
\n
How many seats are US airlines flying in summer 2026?
\n
\n
US airlines have scheduled 741 million departing seats across the summer period. The top 10 carriers account for 683 million of those - that's 92% of total US capacity - leaving just 8% split across more than 100 other operators.
That concentration is not new, but the degree of it is still striking. The four biggest US airlines alone -American, Delta, Southwest, and United - hold 562 million seats between them, representing 76% of all US capacity. The gap between the fourth-largest carrier, United, and the fifth, Alaska Airlines, is 85 million seats.
\n
\n
The top 10 US airlines by seats, summer 2026
\n
\n\n
\n
Airline
\n
Departing seats
\n
Share of total
\n
\n\n\n
\n
American Airlines
\n
160.5m
\n
21.7%
\n
\n
\n
Delta Air Lines
\n
140.4m
\n
18.9%
\n
\n
\n
Southwest Airlines
\n
133.4m
\n
18.0%
\n
\n
\n
United Airlines
\n
127.7m
\n
17.2%
\n
\n
\n
Alaska Airlines
\n
43.1m
\n
5.8%
\n
\n
\n
JetBlue Airways
\n
25.1m
\n
3.4%
\n
\n
\n
Frontier Airlines
\n
22.1m
\n
3.0%
\n
\n
\n
Allegiant Air
\n
13.1m
\n
1.8%
\n
\n
\n
Spirit Airlines
\n
10.7m
\n
1.4%
\n
\n
\n
Breeze Airways
\n
6.8m
\n
0.9%
\n
\n\n
\n
American Airlines is the largest US airline by seat capacity, with 160.5 million scheduled seats, 23% more than United in fourth place. Delta and Southwest sit closely together in second and third, separated by fewer than 7 million seats. Below Alaska, the drop-off is steep: JetBlue in sixth has 25.1 million seats, and Breeze in tenth has just 6.8 million, a fraction of what the Big Four each operate.
\n
United Airlines is growing fastest among the top US airlines
\n
Of the four biggest US airlines, United is adding capacity at the fastest rate and is up 9% year-on-year. That growth is not just in seat numbers. United has added 51 net new domestic routes and 8 net new international routes compared to summer 2025.
\n
American Airlines is not standing still either, adding 27 domestic and 13 international routes. Even Delta and Southwest, the more conservative growers, each added routes on both fronts.
\n
\n\n
\n
Airline
\n
Domestic routes S25
\n
Domestic routes S26
\n
Net change
\n
\n\n\n
\n
American Airlines
\n
880
\n
907
\n
+27
\n
\n
\n
Southwest Airlines
\n
845
\n
859
\n
+14
\n
\n
\n
Delta Air Lines
\n
737
\n
743
\n
+6
\n
\n
\n
United Airlines
\n
667
\n
718
\n
+51
\n
\n\n
\n
\n\n
\n
Airline
\n
International routes S25
\n
International routes S26
\n
Net change
\n
\n\n\n
\n
United Airlines
\n
326
\n
334
\n
+8
\n
\n
\n
American Airlines
\n
293
\n
306
\n
+13
\n
\n
\n
Delta Air Lines
\n
215
\n
226
\n
+11
\n
\n
\n
Southwest Airlines
\n
71
\n
77
\n
+6
\n
\n\n
\n
Alaska Airlines now includes Hawaiian Airlines
\n
One structural change worth noting: Hawaiian Airlines flights transferred to Alaska Airlines (AS) from 22 April 2026. Alaska's 43.1 million seats in summer 2026 therefore include what was previously reported as Hawaiian's capacity. This consolidation has pushed Alaska firmly into fifth position among the biggest US airlines, a slot Hawaiian held independently just one summer ago.
\n
\n
Spirit Airlines: the sharpest contraction in the market
\n
While the top US airlines are expanding, Spirit Airlines tells a very different story. Spirit has cut its scheduled seat capacity from 23.3 million in summer 2025 to 10.7 million in summer 2026 - a reduction of 54% in a single year as the carrier restructures under Chapter 11 bankruptcy protection.
\n
That decline has not redistributed airline capacity evenly. The major carriers, rather than smaller competitors, appear to have absorbed the routes and demand that Spirit vacated - further reinforcing the dominance of the top US airlines heading into 2026.
\n
What the data tells us
\n
The US airline market in summer 2026 is defined by three things: the structural dominance of four carriers, a capacity expansion led by United, and the compression of smaller operators under financial pressure.
Our US Aviation Market Dashboard is updated each month. As well as the biggest US airlines, we track the busiest airports and look at which states are adding capacity. View the dashboard now >>
\n
","rss_summary":"
**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n","rss_body":"
**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n
Infographic: The biggest US airlines, summer 2026
\n
\n
\n
\n
How many seats are US airlines flying in summer 2026?
\n
\n
US airlines have scheduled 741 million departing seats across the summer period. The top 10 carriers account for 683 million of those - that's 92% of total US capacity - leaving just 8% split across more than 100 other operators.
That concentration is not new, but the degree of it is still striking. The four biggest US airlines alone -American, Delta, Southwest, and United - hold 562 million seats between them, representing 76% of all US capacity. The gap between the fourth-largest carrier, United, and the fifth, Alaska Airlines, is 85 million seats.
\n
\n
The top 10 US airlines by seats, summer 2026
\n
\n\n
\n
Airline
\n
Departing seats
\n
Share of total
\n
\n\n\n
\n
American Airlines
\n
160.5m
\n
21.7%
\n
\n
\n
Delta Air Lines
\n
140.4m
\n
18.9%
\n
\n
\n
Southwest Airlines
\n
133.4m
\n
18.0%
\n
\n
\n
United Airlines
\n
127.7m
\n
17.2%
\n
\n
\n
Alaska Airlines
\n
43.1m
\n
5.8%
\n
\n
\n
JetBlue Airways
\n
25.1m
\n
3.4%
\n
\n
\n
Frontier Airlines
\n
22.1m
\n
3.0%
\n
\n
\n
Allegiant Air
\n
13.1m
\n
1.8%
\n
\n
\n
Spirit Airlines
\n
10.7m
\n
1.4%
\n
\n
\n
Breeze Airways
\n
6.8m
\n
0.9%
\n
\n\n
\n
American Airlines is the largest US airline by seat capacity, with 160.5 million scheduled seats, 23% more than United in fourth place. Delta and Southwest sit closely together in second and third, separated by fewer than 7 million seats. Below Alaska, the drop-off is steep: JetBlue in sixth has 25.1 million seats, and Breeze in tenth has just 6.8 million, a fraction of what the Big Four each operate.
\n
United Airlines is growing fastest among the top US airlines
\n
Of the four biggest US airlines, United is adding capacity at the fastest rate and is up 9% year-on-year. That growth is not just in seat numbers. United has added 51 net new domestic routes and 8 net new international routes compared to summer 2025.
\n
American Airlines is not standing still either, adding 27 domestic and 13 international routes. Even Delta and Southwest, the more conservative growers, each added routes on both fronts.
\n
\n\n
\n
Airline
\n
Domestic routes S25
\n
Domestic routes S26
\n
Net change
\n
\n\n\n
\n
American Airlines
\n
880
\n
907
\n
+27
\n
\n
\n
Southwest Airlines
\n
845
\n
859
\n
+14
\n
\n
\n
Delta Air Lines
\n
737
\n
743
\n
+6
\n
\n
\n
United Airlines
\n
667
\n
718
\n
+51
\n
\n\n
\n
\n\n
\n
Airline
\n
International routes S25
\n
International routes S26
\n
Net change
\n
\n\n\n
\n
United Airlines
\n
326
\n
334
\n
+8
\n
\n
\n
American Airlines
\n
293
\n
306
\n
+13
\n
\n
\n
Delta Air Lines
\n
215
\n
226
\n
+11
\n
\n
\n
Southwest Airlines
\n
71
\n
77
\n
+6
\n
\n\n
\n
Alaska Airlines now includes Hawaiian Airlines
\n
One structural change worth noting: Hawaiian Airlines flights transferred to Alaska Airlines (AS) from 22 April 2026. Alaska's 43.1 million seats in summer 2026 therefore include what was previously reported as Hawaiian's capacity. This consolidation has pushed Alaska firmly into fifth position among the biggest US airlines, a slot Hawaiian held independently just one summer ago.
\n
\n
Spirit Airlines: the sharpest contraction in the market
\n
While the top US airlines are expanding, Spirit Airlines tells a very different story. Spirit has cut its scheduled seat capacity from 23.3 million in summer 2025 to 10.7 million in summer 2026 - a reduction of 54% in a single year as the carrier restructures under Chapter 11 bankruptcy protection.
\n
That decline has not redistributed airline capacity evenly. The major carriers, rather than smaller competitors, appear to have absorbed the routes and demand that Spirit vacated - further reinforcing the dominance of the top US airlines heading into 2026.
\n
What the data tells us
\n
The US airline market in summer 2026 is defined by three things: the structural dominance of four carriers, a capacity expansion led by United, and the compression of smaller operators under financial pressure.
Our US Aviation Market Dashboard is updated each month. As well as the biggest US airlines, we track the busiest airports and look at which states are adding capacity. View the dashboard now >>
\n
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**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n
Infographic: The biggest US airlines, summer 2026
\n
\n
\n
\n
How many seats are US airlines flying in summer 2026?
\n
\n
US airlines have scheduled 741 million departing seats across the summer period. The top 10 carriers account for 683 million of those - that's 92% of total US capacity - leaving just 8% split across more than 100 other operators.
That concentration is not new, but the degree of it is still striking. The four biggest US airlines alone -American, Delta, Southwest, and United - hold 562 million seats between them, representing 76% of all US capacity. The gap between the fourth-largest carrier, United, and the fifth, Alaska Airlines, is 85 million seats.
\n
\n
The top 10 US airlines by seats, summer 2026
\n
\n\n
\n
Airline
\n
Departing seats
\n
Share of total
\n
\n\n\n
\n
American Airlines
\n
160.5m
\n
21.7%
\n
\n
\n
Delta Air Lines
\n
140.4m
\n
18.9%
\n
\n
\n
Southwest Airlines
\n
133.4m
\n
18.0%
\n
\n
\n
United Airlines
\n
127.7m
\n
17.2%
\n
\n
\n
Alaska Airlines
\n
43.1m
\n
5.8%
\n
\n
\n
JetBlue Airways
\n
25.1m
\n
3.4%
\n
\n
\n
Frontier Airlines
\n
22.1m
\n
3.0%
\n
\n
\n
Allegiant Air
\n
13.1m
\n
1.8%
\n
\n
\n
Spirit Airlines
\n
10.7m
\n
1.4%
\n
\n
\n
Breeze Airways
\n
6.8m
\n
0.9%
\n
\n\n
\n
American Airlines is the largest US airline by seat capacity, with 160.5 million scheduled seats, 23% more than United in fourth place. Delta and Southwest sit closely together in second and third, separated by fewer than 7 million seats. Below Alaska, the drop-off is steep: JetBlue in sixth has 25.1 million seats, and Breeze in tenth has just 6.8 million, a fraction of what the Big Four each operate.
\n
United Airlines is growing fastest among the top US airlines
\n
Of the four biggest US airlines, United is adding capacity at the fastest rate and is up 9% year-on-year. That growth is not just in seat numbers. United has added 51 net new domestic routes and 8 net new international routes compared to summer 2025.
\n
American Airlines is not standing still either, adding 27 domestic and 13 international routes. Even Delta and Southwest, the more conservative growers, each added routes on both fronts.
\n
\n\n
\n
Airline
\n
Domestic routes S25
\n
Domestic routes S26
\n
Net change
\n
\n\n\n
\n
American Airlines
\n
880
\n
907
\n
+27
\n
\n
\n
Southwest Airlines
\n
845
\n
859
\n
+14
\n
\n
\n
Delta Air Lines
\n
737
\n
743
\n
+6
\n
\n
\n
United Airlines
\n
667
\n
718
\n
+51
\n
\n\n
\n
\n\n
\n
Airline
\n
International routes S25
\n
International routes S26
\n
Net change
\n
\n\n\n
\n
United Airlines
\n
326
\n
334
\n
+8
\n
\n
\n
American Airlines
\n
293
\n
306
\n
+13
\n
\n
\n
Delta Air Lines
\n
215
\n
226
\n
+11
\n
\n
\n
Southwest Airlines
\n
71
\n
77
\n
+6
\n
\n\n
\n
Alaska Airlines now includes Hawaiian Airlines
\n
One structural change worth noting: Hawaiian Airlines flights transferred to Alaska Airlines (AS) from 22 April 2026. Alaska's 43.1 million seats in summer 2026 therefore include what was previously reported as Hawaiian's capacity. This consolidation has pushed Alaska firmly into fifth position among the biggest US airlines, a slot Hawaiian held independently just one summer ago.
\n
\n
Spirit Airlines: the sharpest contraction in the market
\n
While the top US airlines are expanding, Spirit Airlines tells a very different story. Spirit has cut its scheduled seat capacity from 23.3 million in summer 2025 to 10.7 million in summer 2026 - a reduction of 54% in a single year as the carrier restructures under Chapter 11 bankruptcy protection.
\n
That decline has not redistributed airline capacity evenly. The major carriers, rather than smaller competitors, appear to have absorbed the routes and demand that Spirit vacated - further reinforcing the dominance of the top US airlines heading into 2026.
\n
What the data tells us
\n
The US airline market in summer 2026 is defined by three things: the structural dominance of four carriers, a capacity expansion led by United, and the compression of smaller operators under financial pressure.
Our US Aviation Market Dashboard is updated each month. As well as the biggest US airlines, we track the busiest airports and look at which states are adding capacity. View the dashboard now >>
\n
","postBodyRss":"
**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n
Infographic: The biggest US airlines, summer 2026
\n
\n
\n
\n
How many seats are US airlines flying in summer 2026?
\n
\n
US airlines have scheduled 741 million departing seats across the summer period. The top 10 carriers account for 683 million of those - that's 92% of total US capacity - leaving just 8% split across more than 100 other operators.
That concentration is not new, but the degree of it is still striking. The four biggest US airlines alone -American, Delta, Southwest, and United - hold 562 million seats between them, representing 76% of all US capacity. The gap between the fourth-largest carrier, United, and the fifth, Alaska Airlines, is 85 million seats.
\n
\n
The top 10 US airlines by seats, summer 2026
\n
\n\n
\n
Airline
\n
Departing seats
\n
Share of total
\n
\n\n\n
\n
American Airlines
\n
160.5m
\n
21.7%
\n
\n
\n
Delta Air Lines
\n
140.4m
\n
18.9%
\n
\n
\n
Southwest Airlines
\n
133.4m
\n
18.0%
\n
\n
\n
United Airlines
\n
127.7m
\n
17.2%
\n
\n
\n
Alaska Airlines
\n
43.1m
\n
5.8%
\n
\n
\n
JetBlue Airways
\n
25.1m
\n
3.4%
\n
\n
\n
Frontier Airlines
\n
22.1m
\n
3.0%
\n
\n
\n
Allegiant Air
\n
13.1m
\n
1.8%
\n
\n
\n
Spirit Airlines
\n
10.7m
\n
1.4%
\n
\n
\n
Breeze Airways
\n
6.8m
\n
0.9%
\n
\n\n
\n
American Airlines is the largest US airline by seat capacity, with 160.5 million scheduled seats, 23% more than United in fourth place. Delta and Southwest sit closely together in second and third, separated by fewer than 7 million seats. Below Alaska, the drop-off is steep: JetBlue in sixth has 25.1 million seats, and Breeze in tenth has just 6.8 million, a fraction of what the Big Four each operate.
\n
United Airlines is growing fastest among the top US airlines
\n
Of the four biggest US airlines, United is adding capacity at the fastest rate and is up 9% year-on-year. That growth is not just in seat numbers. United has added 51 net new domestic routes and 8 net new international routes compared to summer 2025.
\n
American Airlines is not standing still either, adding 27 domestic and 13 international routes. Even Delta and Southwest, the more conservative growers, each added routes on both fronts.
\n
\n\n
\n
Airline
\n
Domestic routes S25
\n
Domestic routes S26
\n
Net change
\n
\n\n\n
\n
American Airlines
\n
880
\n
907
\n
+27
\n
\n
\n
Southwest Airlines
\n
845
\n
859
\n
+14
\n
\n
\n
Delta Air Lines
\n
737
\n
743
\n
+6
\n
\n
\n
United Airlines
\n
667
\n
718
\n
+51
\n
\n\n
\n
\n\n
\n
Airline
\n
International routes S25
\n
International routes S26
\n
Net change
\n
\n\n\n
\n
United Airlines
\n
326
\n
334
\n
+8
\n
\n
\n
American Airlines
\n
293
\n
306
\n
+13
\n
\n
\n
Delta Air Lines
\n
215
\n
226
\n
+11
\n
\n
\n
Southwest Airlines
\n
71
\n
77
\n
+6
\n
\n\n
\n
Alaska Airlines now includes Hawaiian Airlines
\n
One structural change worth noting: Hawaiian Airlines flights transferred to Alaska Airlines (AS) from 22 April 2026. Alaska's 43.1 million seats in summer 2026 therefore include what was previously reported as Hawaiian's capacity. This consolidation has pushed Alaska firmly into fifth position among the biggest US airlines, a slot Hawaiian held independently just one summer ago.
\n
\n
Spirit Airlines: the sharpest contraction in the market
\n
While the top US airlines are expanding, Spirit Airlines tells a very different story. Spirit has cut its scheduled seat capacity from 23.3 million in summer 2025 to 10.7 million in summer 2026 - a reduction of 54% in a single year as the carrier restructures under Chapter 11 bankruptcy protection.
\n
That decline has not redistributed airline capacity evenly. The major carriers, rather than smaller competitors, appear to have absorbed the routes and demand that Spirit vacated - further reinforcing the dominance of the top US airlines heading into 2026.
\n
What the data tells us
\n
The US airline market in summer 2026 is defined by three things: the structural dominance of four carriers, a capacity expansion led by United, and the compression of smaller operators under financial pressure.
Our US Aviation Market Dashboard is updated each month. As well as the biggest US airlines, we track the busiest airports and look at which states are adding capacity. View the dashboard now >>
\n
","postEmailContent":"
**Updated for summer 2026**
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n","postSummaryRss":"
**Updated for summer 2026**
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n","postTemplate":"OAG 2026/templates/blog/clean-pro-blog-post.html","previewImageSrc":null,"previewKey":"qpXbaBXc","previousPostFeaturedImage":"https://www.oag.com/hubfs/airport%20aerial%20view.jpg","previousPostFeaturedImageAltText":"","previousPostName":"The US Domestic Market – Ready for Reorganisation","previousPostSlug":"blog/the-us-domestic-market-ready-for-reorganisation","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1776681900000,"publishDateLocalTime":1776681900000,"publishDateLocalized":{"date":1776681900000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":false,"publishTimezoneOffset":null,"publishedAt":1776760031345,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/biggest-airlines-in-the-us","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
\n
Infographic: The biggest US airlines, summer 2026
\n
\n
\n
\n
How many seats are US airlines flying in summer 2026?
\n
\n
US airlines have scheduled 741 million departing seats across the summer period. The top 10 carriers account for 683 million of those - that's 92% of total US capacity - leaving just 8% split across more than 100 other operators.
That concentration is not new, but the degree of it is still striking. The four biggest US airlines alone -American, Delta, Southwest, and United - hold 562 million seats between them, representing 76% of all US capacity. The gap between the fourth-largest carrier, United, and the fifth, Alaska Airlines, is 85 million seats.
\n
\n
The top 10 US airlines by seats, summer 2026
\n
\n\n
\n
Airline
\n
Departing seats
\n
Share of total
\n
\n\n\n
\n
American Airlines
\n
160.5m
\n
21.7%
\n
\n
\n
Delta Air Lines
\n
140.4m
\n
18.9%
\n
\n
\n
Southwest Airlines
\n
133.4m
\n
18.0%
\n
\n
\n
United Airlines
\n
127.7m
\n
17.2%
\n
\n
\n
Alaska Airlines
\n
43.1m
\n
5.8%
\n
\n
\n
JetBlue Airways
\n
25.1m
\n
3.4%
\n
\n
\n
Frontier Airlines
\n
22.1m
\n
3.0%
\n
\n
\n
Allegiant Air
\n
13.1m
\n
1.8%
\n
\n
\n
Spirit Airlines
\n
10.7m
\n
1.4%
\n
\n
\n
Breeze Airways
\n
6.8m
\n
0.9%
\n
\n\n
\n
American Airlines is the largest US airline by seat capacity, with 160.5 million scheduled seats, 23% more than United in fourth place. Delta and Southwest sit closely together in second and third, separated by fewer than 7 million seats. Below Alaska, the drop-off is steep: JetBlue in sixth has 25.1 million seats, and Breeze in tenth has just 6.8 million, a fraction of what the Big Four each operate.
\n
United Airlines is growing fastest among the top US airlines
\n
Of the four biggest US airlines, United is adding capacity at the fastest rate and is up 9% year-on-year. That growth is not just in seat numbers. United has added 51 net new domestic routes and 8 net new international routes compared to summer 2025.
\n
American Airlines is not standing still either, adding 27 domestic and 13 international routes. Even Delta and Southwest, the more conservative growers, each added routes on both fronts.
\n
\n\n
\n
Airline
\n
Domestic routes S25
\n
Domestic routes S26
\n
Net change
\n
\n\n\n
\n
American Airlines
\n
880
\n
907
\n
+27
\n
\n
\n
Southwest Airlines
\n
845
\n
859
\n
+14
\n
\n
\n
Delta Air Lines
\n
737
\n
743
\n
+6
\n
\n
\n
United Airlines
\n
667
\n
718
\n
+51
\n
\n\n
\n
\n\n
\n
Airline
\n
International routes S25
\n
International routes S26
\n
Net change
\n
\n\n\n
\n
United Airlines
\n
326
\n
334
\n
+8
\n
\n
\n
American Airlines
\n
293
\n
306
\n
+13
\n
\n
\n
Delta Air Lines
\n
215
\n
226
\n
+11
\n
\n
\n
Southwest Airlines
\n
71
\n
77
\n
+6
\n
\n\n
\n
Alaska Airlines now includes Hawaiian Airlines
\n
One structural change worth noting: Hawaiian Airlines flights transferred to Alaska Airlines (AS) from 22 April 2026. Alaska's 43.1 million seats in summer 2026 therefore include what was previously reported as Hawaiian's capacity. This consolidation has pushed Alaska firmly into fifth position among the biggest US airlines, a slot Hawaiian held independently just one summer ago.
\n
\n
Spirit Airlines: the sharpest contraction in the market
\n
While the top US airlines are expanding, Spirit Airlines tells a very different story. Spirit has cut its scheduled seat capacity from 23.3 million in summer 2025 to 10.7 million in summer 2026 - a reduction of 54% in a single year as the carrier restructures under Chapter 11 bankruptcy protection.
\n
That decline has not redistributed airline capacity evenly. The major carriers, rather than smaller competitors, appear to have absorbed the routes and demand that Spirit vacated - further reinforcing the dominance of the top US airlines heading into 2026.
\n
What the data tells us
\n
The US airline market in summer 2026 is defined by three things: the structural dominance of four carriers, a capacity expansion led by United, and the compression of smaller operators under financial pressure.
Our US Aviation Market Dashboard is updated each month. As well as the biggest US airlines, we track the busiest airports and look at which states are adding capacity. View the dashboard now >>
\n
","rssSummary":"
**Updated for summer 2026**
\n
\n
\n
Four carriers account for more than three-quarters of the US airline market's 741 million seats this summer.
\n
\n
\n
Summer 2026 schedule data reveals how firmly the top US airlines hold their grip, which airline is outpacing the rest, and where the cracks are starting to show.
\n
\n
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Airfares in Q1 2026: What the Data Shows about US Airfare Increases","id":210974776197,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"US Airfares in Q1 2026: What the Data Shows","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":"","listTemplate":"generated_layouts/66381677173.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"marketingCampaignGuids":["8b922c7a-90f1-4ada-95fb-8d4c5a94f0a1"],"meta":{"tag_ids":[66382214546],"topic_ids":[66382214546],"post_summary":"
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
","post_body":"
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
\n
Key findings:
\n
\n
In Q1 fares had declined year-on-year on 13 of the top 20 US domestic and international routes.
\n
The largest domestic fare change was on Atlanta (ATL) - Fort Lauderdale (FLL), down 42% year-on-year.
\n
Internationally, the largest fare change was on LaGuardia (LGA) - Toronto Pearson (YYZ), where fares declined by 45%.
\n
\n
OAG's Q1 2026 analysis of the top US domestic and international routes points to a divergence in fare trends. On many leisure-oriented routes, increased ultra-low-cost carrier (ULCC) capacity has contributed to year-on-year fare reductions, often on routes where Southwest has reduced its presence. In international markets, modest capacity reductions on core transatlantic routes have supported fare stability or slight increases, reflecting steadier demand from business travellers.
ATL-FLL outbound fares fell 42% year-on-year. While Southwest pulled out of this market, Frontier more than doubled capacity and JetBlue added new capacity, too.
\n
MCO-ORD capacity increased 29% while fares declined 15%, with five carriers now operating. This combination may be difficult to sustain at current load factors.
\n
HNL-OGG saw fares rise 4–5% year-on-year, supported by a stable two-carrier market, illustrating how competitive dynamics can offset capacity reductions. Southwest reduced seats by 28% on this route, and overall capacity declined 12& year-on-year.
\n
\n
Across the top domestic routes, prices have decreased where capacity was added, broadly speaking. On JFK-LAX, Frontier's entry alongside a 26% capacity increase from American Airlines contributed to outbound fares declining from $245 to $199. However, on LAS-LAX, capacity fell 11% while fares also declined, suggesting some softening in underlying leisure demand rather than a supply-side effect alone.
The JFK-LHR corridor - the largest US international route by seat capacity - saw volumes fall by around 100,000 seats year-on-year. Outbound economy fares rose 6% to $557 and inbound 7% to $662, consistent with the modest capacity reduction. Paris CDG-JFK shows a similar pattern, with outbound fares up 7% as the number of operating carriers reduced from five to four.
London–Miami is a notable exception among transatlantic routes. Despite no change in carrier count, outbound fares declined 20% year-on-year.
\n
On the Buenos Aires–Miami route, LATAM's entry as a third carrier contributed to a 40% capacity increase, with outbound fares moving from $1,242 to $873 over the same period.
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
","rss_body":"
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
\n
Key findings:
\n
\n
In Q1 fares had declined year-on-year on 13 of the top 20 US domestic and international routes.
\n
The largest domestic fare change was on Atlanta (ATL) - Fort Lauderdale (FLL), down 42% year-on-year.
\n
Internationally, the largest fare change was on LaGuardia (LGA) - Toronto Pearson (YYZ), where fares declined by 45%.
\n
\n
OAG's Q1 2026 analysis of the top US domestic and international routes points to a divergence in fare trends. On many leisure-oriented routes, increased ultra-low-cost carrier (ULCC) capacity has contributed to year-on-year fare reductions, often on routes where Southwest has reduced its presence. In international markets, modest capacity reductions on core transatlantic routes have supported fare stability or slight increases, reflecting steadier demand from business travellers.
ATL-FLL outbound fares fell 42% year-on-year. While Southwest pulled out of this market, Frontier more than doubled capacity and JetBlue added new capacity, too.
\n
MCO-ORD capacity increased 29% while fares declined 15%, with five carriers now operating. This combination may be difficult to sustain at current load factors.
\n
HNL-OGG saw fares rise 4–5% year-on-year, supported by a stable two-carrier market, illustrating how competitive dynamics can offset capacity reductions. Southwest reduced seats by 28% on this route, and overall capacity declined 12& year-on-year.
\n
\n
Across the top domestic routes, prices have decreased where capacity was added, broadly speaking. On JFK-LAX, Frontier's entry alongside a 26% capacity increase from American Airlines contributed to outbound fares declining from $245 to $199. However, on LAS-LAX, capacity fell 11% while fares also declined, suggesting some softening in underlying leisure demand rather than a supply-side effect alone.
The JFK-LHR corridor - the largest US international route by seat capacity - saw volumes fall by around 100,000 seats year-on-year. Outbound economy fares rose 6% to $557 and inbound 7% to $662, consistent with the modest capacity reduction. Paris CDG-JFK shows a similar pattern, with outbound fares up 7% as the number of operating carriers reduced from five to four.
London–Miami is a notable exception among transatlantic routes. Despite no change in carrier count, outbound fares declined 20% year-on-year.
\n
On the Buenos Aires–Miami route, LATAM's entry as a third carrier contributed to a 40% capacity increase, with outbound fares moving from $1,242 to $873 over the same period.
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OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
\n
Key findings:
\n
\n
In Q1 fares had declined year-on-year on 13 of the top 20 US domestic and international routes.
\n
The largest domestic fare change was on Atlanta (ATL) - Fort Lauderdale (FLL), down 42% year-on-year.
\n
Internationally, the largest fare change was on LaGuardia (LGA) - Toronto Pearson (YYZ), where fares declined by 45%.
\n
\n
OAG's Q1 2026 analysis of the top US domestic and international routes points to a divergence in fare trends. On many leisure-oriented routes, increased ultra-low-cost carrier (ULCC) capacity has contributed to year-on-year fare reductions, often on routes where Southwest has reduced its presence. In international markets, modest capacity reductions on core transatlantic routes have supported fare stability or slight increases, reflecting steadier demand from business travellers.
ATL-FLL outbound fares fell 42% year-on-year. While Southwest pulled out of this market, Frontier more than doubled capacity and JetBlue added new capacity, too.
\n
MCO-ORD capacity increased 29% while fares declined 15%, with five carriers now operating. This combination may be difficult to sustain at current load factors.
\n
HNL-OGG saw fares rise 4–5% year-on-year, supported by a stable two-carrier market, illustrating how competitive dynamics can offset capacity reductions. Southwest reduced seats by 28% on this route, and overall capacity declined 12& year-on-year.
\n
\n
Across the top domestic routes, prices have decreased where capacity was added, broadly speaking. On JFK-LAX, Frontier's entry alongside a 26% capacity increase from American Airlines contributed to outbound fares declining from $245 to $199. However, on LAS-LAX, capacity fell 11% while fares also declined, suggesting some softening in underlying leisure demand rather than a supply-side effect alone.
The JFK-LHR corridor - the largest US international route by seat capacity - saw volumes fall by around 100,000 seats year-on-year. Outbound economy fares rose 6% to $557 and inbound 7% to $662, consistent with the modest capacity reduction. Paris CDG-JFK shows a similar pattern, with outbound fares up 7% as the number of operating carriers reduced from five to four.
London–Miami is a notable exception among transatlantic routes. Despite no change in carrier count, outbound fares declined 20% year-on-year.
\n
On the Buenos Aires–Miami route, LATAM's entry as a third carrier contributed to a 40% capacity increase, with outbound fares moving from $1,242 to $873 over the same period.
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
\n
Key findings:
\n
\n
In Q1 fares had declined year-on-year on 13 of the top 20 US domestic and international routes.
\n
The largest domestic fare change was on Atlanta (ATL) - Fort Lauderdale (FLL), down 42% year-on-year.
\n
Internationally, the largest fare change was on LaGuardia (LGA) - Toronto Pearson (YYZ), where fares declined by 45%.
\n
\n
OAG's Q1 2026 analysis of the top US domestic and international routes points to a divergence in fare trends. On many leisure-oriented routes, increased ultra-low-cost carrier (ULCC) capacity has contributed to year-on-year fare reductions, often on routes where Southwest has reduced its presence. In international markets, modest capacity reductions on core transatlantic routes have supported fare stability or slight increases, reflecting steadier demand from business travellers.
ATL-FLL outbound fares fell 42% year-on-year. While Southwest pulled out of this market, Frontier more than doubled capacity and JetBlue added new capacity, too.
\n
MCO-ORD capacity increased 29% while fares declined 15%, with five carriers now operating. This combination may be difficult to sustain at current load factors.
\n
HNL-OGG saw fares rise 4–5% year-on-year, supported by a stable two-carrier market, illustrating how competitive dynamics can offset capacity reductions. Southwest reduced seats by 28% on this route, and overall capacity declined 12& year-on-year.
\n
\n
Across the top domestic routes, prices have decreased where capacity was added, broadly speaking. On JFK-LAX, Frontier's entry alongside a 26% capacity increase from American Airlines contributed to outbound fares declining from $245 to $199. However, on LAS-LAX, capacity fell 11% while fares also declined, suggesting some softening in underlying leisure demand rather than a supply-side effect alone.
The JFK-LHR corridor - the largest US international route by seat capacity - saw volumes fall by around 100,000 seats year-on-year. Outbound economy fares rose 6% to $557 and inbound 7% to $662, consistent with the modest capacity reduction. Paris CDG-JFK shows a similar pattern, with outbound fares up 7% as the number of operating carriers reduced from five to four.
London–Miami is a notable exception among transatlantic routes. Despite no change in carrier count, outbound fares declined 20% year-on-year.
\n
On the Buenos Aires–Miami route, LATAM's entry as a third carrier contributed to a 40% capacity increase, with outbound fares moving from $1,242 to $873 over the same period.
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
","postSummaryRss":"
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
","postTemplate":"OAG 2026/templates/blog/clean-pro-blog-post.html","previewImageSrc":null,"previewKey":"DNmwVMdJ","previousPostFeaturedImage":"https://www.oag.com/hubfs/Biggest%20US%20Airlines%20%281%29.jpg","previousPostFeaturedImageAltText":"","previousPostName":"The biggest US airlines in summer 2026: seats, routes, and the shifting order","previousPostSlug":"blog/biggest-airlines-in-the-us","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1776258468000,"publishDateLocalTime":1776258468000,"publishDateLocalized":{"date":1776258468000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1776258510305,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/us-airfare-increases-and-decreasesn-q1-2026","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
\n
Key findings:
\n
\n
In Q1 fares had declined year-on-year on 13 of the top 20 US domestic and international routes.
\n
The largest domestic fare change was on Atlanta (ATL) - Fort Lauderdale (FLL), down 42% year-on-year.
\n
Internationally, the largest fare change was on LaGuardia (LGA) - Toronto Pearson (YYZ), where fares declined by 45%.
\n
\n
OAG's Q1 2026 analysis of the top US domestic and international routes points to a divergence in fare trends. On many leisure-oriented routes, increased ultra-low-cost carrier (ULCC) capacity has contributed to year-on-year fare reductions, often on routes where Southwest has reduced its presence. In international markets, modest capacity reductions on core transatlantic routes have supported fare stability or slight increases, reflecting steadier demand from business travellers.
ATL-FLL outbound fares fell 42% year-on-year. While Southwest pulled out of this market, Frontier more than doubled capacity and JetBlue added new capacity, too.
\n
MCO-ORD capacity increased 29% while fares declined 15%, with five carriers now operating. This combination may be difficult to sustain at current load factors.
\n
HNL-OGG saw fares rise 4–5% year-on-year, supported by a stable two-carrier market, illustrating how competitive dynamics can offset capacity reductions. Southwest reduced seats by 28% on this route, and overall capacity declined 12& year-on-year.
\n
\n
Across the top domestic routes, prices have decreased where capacity was added, broadly speaking. On JFK-LAX, Frontier's entry alongside a 26% capacity increase from American Airlines contributed to outbound fares declining from $245 to $199. However, on LAS-LAX, capacity fell 11% while fares also declined, suggesting some softening in underlying leisure demand rather than a supply-side effect alone.
The JFK-LHR corridor - the largest US international route by seat capacity - saw volumes fall by around 100,000 seats year-on-year. Outbound economy fares rose 6% to $557 and inbound 7% to $662, consistent with the modest capacity reduction. Paris CDG-JFK shows a similar pattern, with outbound fares up 7% as the number of operating carriers reduced from five to four.
London–Miami is a notable exception among transatlantic routes. Despite no change in carrier count, outbound fares declined 20% year-on-year.
\n
On the Buenos Aires–Miami route, LATAM's entry as a third carrier contributed to a 40% capacity increase, with outbound fares moving from $1,242 to $873 over the same period.
OAG's latest analysis of the top US domestic and international routes in Q1 2026 vs Q1 2025 shows fare declines on the majority of markets year-on-year, with notable variation driven by capacity changes and carrier competition.
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airlines OTP","featuredImageHeight":900,"featuredImageLength":0,"featuredImageWidth":1600,"flexAreas":{},"folderId":null,"footerHtml":null,"footerTemplatePath":null,"footerVariantName":null,"freezeDate":1776087620000,"generateJsonLdEnabledOverride":true,"globalBlockOverrides":{},"hasContentAccessRules":false,"hasUserChanges":true,"headHtml":null,"header":null,"headerTemplatePath":null,"headerVariantName":null,"htmlTitle":"March 2026's OTP Results for Global Airlines | Aviation Market Analysis | OAG","id":210757558530,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"On-Time Performance: March 2026's Most Punctual Airlines","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":"","linkRelCanonicalUrl":"","listTemplate":"generated_layouts/66381677173.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"marketingCampaignGuids":["5ee8f430-da01-4ac8-8da6-b3a78e580380"],"meta":{"html_title":"March 2026's OTP Results for Global Airlines | Aviation Market Analysis | OAG","public_access_rules":[],"public_access_rules_enabled":false,"use_featured_image":true,"tag_ids":[66382214546],"topic_ids":[66382214546],"post_summary":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n","post_body":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: explore March OTP highlights
\n
\n\n\n\n
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\n\n
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\n \n On-Time Performance · March 2026\n
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Global Airline Punctuality Rankings
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Which carriers led the world on OTP last month?
\n
\n
\n \n
\n
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\n\n
\n\n
\n
\n
Top OTP Rate
\n
0%
\n
Garuda Indonesia
\n All airlines\n
\n
\n
Zero Cancellations
\n
0
\n
Airlines with no cancels
\n incl. Vietnam Airlines\n
\n
\n\n \n\n
\n
\n \n Interactive Rankings — Click a tab to explore\n
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Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Asia ruled the top five for OTP in March, with three of those positions taken by Asian carriers. Garuda led the way with an impressive 97.9% OTP rate, more than two percentage points clear of second-placed Fuji Dream Airlines (95.5%). Star Flyer secured fifth spot with 92.85% OTP and reported no scheduled cancellations throughout the month, while Garuda cancelled just 12 flights from a planned 6,300 scheduled services.
\n
Twelve airlines operated their full schedules in March with zero cancellations, including Jeju Airlines, HK Express and China Airlines. The standout was Vietnam Airlines, which reported no cancellations across a planned 14,100 flights — a remarkable operational feat.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place from an OTP perspective, followed by Hainan Airlines and China Southern Airlines.
\n
Within the low-cost carriers in the major category, Ryanair saw an impressive 84.4% OTP rate, with easyJet closely behind at 82.2%, a reversal of the order from the previous month.
\n
Air Canada experienced a particularly challenging March, with only 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
\n
\n
Large airlines:
\n
\n
In the large category (airlines operating between 10,000 and 20,000 flights in the month), COPA Airlines were once again the best-performing carrier with a 93.4% OTP rate and just five cancellations across their 12,400 flights.
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Aeromexico, a regularly high-performing carrier, was the third-best in the large airline category with an 80.1% OTP rate, placing them just behind Wizz Air, which achieved 89.22%.
\n
March was a particularly difficult month for Spirit Airlines, who cancelled 9.4% of their scheduled services and recorded an OTP rate of just 48.9% across their network.
\n
\n
North American Airlines:
\n
\n
The \"Big Three\" US carriers all reported a considerable number of cancellations in March. Delta Air Lines cancelled 3.76% of scheduled flights, American Airlines 2.93%, and United Airlines 2.53%.
\n
\n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in March:
\n
🥇 Scandinavian Airlines (SAS)
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🥈 Hainan Airlines
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🥉 China Southern Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","rss_summary":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n","rss_body":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: explore March OTP highlights
\n
\n\n\n\n
\n
\n \n
\n\n
\n
\n
\n
\n \n On-Time Performance · March 2026\n
\n
Global Airline Punctuality Rankings
\n
Which carriers led the world on OTP last month?
\n
\n
\n \n
\n
\n
\n\n
\n\n
\n
\n
Top OTP Rate
\n
0%
\n
Garuda Indonesia
\n All airlines\n
\n
\n
Zero Cancellations
\n
0
\n
Airlines with no cancels
\n incl. Vietnam Airlines\n
\n
\n\n \n\n
\n
\n \n Interactive Rankings — Click a tab to explore\n
\n\n
\n \n \n \n \n
\n\n
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\n
\n \n
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Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Asia ruled the top five for OTP in March, with three of those positions taken by Asian carriers. Garuda led the way with an impressive 97.9% OTP rate, more than two percentage points clear of second-placed Fuji Dream Airlines (95.5%). Star Flyer secured fifth spot with 92.85% OTP and reported no scheduled cancellations throughout the month, while Garuda cancelled just 12 flights from a planned 6,300 scheduled services.
\n
Twelve airlines operated their full schedules in March with zero cancellations, including Jeju Airlines, HK Express and China Airlines. The standout was Vietnam Airlines, which reported no cancellations across a planned 14,100 flights — a remarkable operational feat.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place from an OTP perspective, followed by Hainan Airlines and China Southern Airlines.
\n
Within the low-cost carriers in the major category, Ryanair saw an impressive 84.4% OTP rate, with easyJet closely behind at 82.2%, a reversal of the order from the previous month.
\n
Air Canada experienced a particularly challenging March, with only 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
\n
\n
Large airlines:
\n
\n
In the large category (airlines operating between 10,000 and 20,000 flights in the month), COPA Airlines were once again the best-performing carrier with a 93.4% OTP rate and just five cancellations across their 12,400 flights.
\n
Aeromexico, a regularly high-performing carrier, was the third-best in the large airline category with an 80.1% OTP rate, placing them just behind Wizz Air, which achieved 89.22%.
\n
March was a particularly difficult month for Spirit Airlines, who cancelled 9.4% of their scheduled services and recorded an OTP rate of just 48.9% across their network.
\n
\n
North American Airlines:
\n
\n
The \"Big Three\" US carriers all reported a considerable number of cancellations in March. Delta Air Lines cancelled 3.76% of scheduled flights, American Airlines 2.93%, and United Airlines 2.53%.
\n
\n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in March:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Hainan Airlines
\n
🥉 China Southern Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
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It has been received.","cosObjectType":"BLOG","created":1424960760000,"createdDateTime":1424960760000,"dailyNotificationEmailId":"2547580932","dateFormattingLanguage":"en_GB","defaultGroupStyleId":"","defaultNotificationFromName":"","defaultNotificationReplyTo":"","deletedAt":0,"description":"Take a look at the OAG Aviation Blog for the latest airline travel news, thought leadership on topics affecting the industry and aviation infographics.","domain":"","domainWhenPublished":"www.oag.com","emailApiSubscriptionId":700840,"enableGoogleAmpOutput":false,"enableSocialAutoPublishing":false,"generateJsonLdEnabled":true,"header":null,"htmlFooter":"","htmlFooterIsShared":true,"htmlHead":"","htmlHeadIsShared":true,"htmlKeywords":[],"htmlTitle":"The OAG Blog","id":2547580647,"ilsSubscriptionListsByType":{"daily":2928,"instant":2925,"monthly":2923,"weekly":2930},"instantNotificationEmailId":"27411260688","itemLayoutId":null,"itemTemplateIsShared":false,"itemTemplatePath":"OAG 2026/templates/blog/clean-pro-blog-post.html","label":"Blog","language":"en-gb","legacyGuid":null,"legacyModuleId":null,"legacyTabId":null,"listingLayoutId":null,"listingPageId":98966560049,"listingTemplatePath":"generated_layouts/66381677173.html","liveDomain":"www.oag.com","monthFilterFormat":"MMMM yyyy","monthlyNotificationEmailId":null,"name":"Blog","parentBlogUpdateTaskId":null,"portalId":490937,"postHtmlFooter":"","postHtmlHead":"","postsPerListingPage":1000,"postsPerRssFeed":10,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publicTitle":"The OAG Blog","publishDateFormat":"dd MMMM yyyy","resolvedDomain":"www.oag.com","rootUrl":"https://www.oag.com/blog","rssCustomFeed":null,"rssDescription":null,"rssItemFooter":null,"rssItemHeader":null,"settingsOverrides":{"itemLayoutId":true,"itemTemplatePath":true,"itemTemplateIsShared":true,"listingLayoutId":true,"listingTemplatePath":true,"postsPerListingPage":false,"showSummaryInListing":false,"useFeaturedImageInSummary":false,"htmlHead":false,"postHtmlHead":false,"htmlHeadIsShared":false,"htmlFooter":false,"listingPageHtmlFooter":false,"postHtmlFooter":false,"htmlFooterIsShared":false,"attachedStylesheets":false,"postsPerRssFeed":false,"showSummaryInRss":false,"showSummaryInEmails":false,"showSummariesInEmails":false,"allowComments":false,"commentShouldCreateContact":false,"commentModeration":false,"closeCommentsOlder":false,"commentNotificationEmails":false,"commentMaxThreadDepth":false,"commentVerificationText":false,"socialAccountTwitter":false,"showSocialLinkTwitter":false,"showSocialLinkLinkedin":false,"showSocialLinkFacebook":false,"enableGoogleAmpOutput":false,"ampLogoSrc":false,"ampLogoHeight":false,"ampLogoWidth":false,"ampLogoAlt":false,"ampHeaderFont":false,"ampHeaderFontSize":false,"ampHeaderColor":false,"ampHeaderBackgroundColor":false,"ampBodyFont":false,"ampBodyFontSize":false,"ampBodyColor":false,"ampLinkColor":false,"generateJsonLdEnabled":false},"showSocialLinkFacebook":true,"showSocialLinkLinkedin":true,"showSocialLinkTwitter":true,"showSummaryInEmails":true,"showSummaryInListing":true,"showSummaryInRss":true,"siteId":0,"slug":"blog","socialAccountTwitter":"@OAG_Aviation","state":null,"subscriptionContactsProperty":"blog_oag_blog_subscription","subscriptionEmailType":null,"subscriptionFormGuid":"fe2ff6b0-4487-4dcf-8851-cab226ede82d","subscriptionListsByType":{"daily":7,"instant":6,"monthly":5,"weekly":8},"title":null,"translatedFromId":136596164207,"translations":{"en":{"absoluteUrl":"https://www.oag.com/en/blog","id":136596164207,"language":"en","masterId":null,"name":"Blog","publicAccessRules":[{"ids":[],"ilsIds":[],"type":"PUBLIC"}],"publicAccessRulesEnabled":false,"slug":"en/blog"}},"updated":1774966434491,"updatedDateTime":1774966434491,"urlBase":"www.oag.com/blog","urlSegments":{},"useFeaturedImageInSummary":true,"usesDefaultTemplate":false,"weeklyNotificationEmailId":"2547580962"},"password":null,"pastMabExperimentIds":[],"performableGuid":null,"performableVariationLetter":null,"personalizationStrategyId":null,"personalizationVariantStatus":null,"personas":[],"placementGuids":[],"portableKey":null,"portalId":490937,"position":null,"postBody":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: explore March OTP highlights
\n
\n\n\n\n
\n
\n \n
\n\n
\n
\n
\n
\n \n On-Time Performance · March 2026\n
\n
Global Airline Punctuality Rankings
\n
Which carriers led the world on OTP last month?
\n
\n
\n \n
\n
\n
\n\n
\n\n
\n
\n
Top OTP Rate
\n
0%
\n
Garuda Indonesia
\n All airlines\n
\n
\n
Zero Cancellations
\n
0
\n
Airlines with no cancels
\n incl. Vietnam Airlines\n
\n
\n\n \n\n
\n
\n \n Interactive Rankings — Click a tab to explore\n
\n\n
\n \n \n \n \n
\n\n
\n \n
\n
\n \n
\n
\n \n
\n
\n \n
\n
\n\n
\n\n \n\n
\n
\n
\n\n
\n
\n
Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Asia ruled the top five for OTP in March, with three of those positions taken by Asian carriers. Garuda led the way with an impressive 97.9% OTP rate, more than two percentage points clear of second-placed Fuji Dream Airlines (95.5%). Star Flyer secured fifth spot with 92.85% OTP and reported no scheduled cancellations throughout the month, while Garuda cancelled just 12 flights from a planned 6,300 scheduled services.
\n
Twelve airlines operated their full schedules in March with zero cancellations, including Jeju Airlines, HK Express and China Airlines. The standout was Vietnam Airlines, which reported no cancellations across a planned 14,100 flights — a remarkable operational feat.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place from an OTP perspective, followed by Hainan Airlines and China Southern Airlines.
\n
Within the low-cost carriers in the major category, Ryanair saw an impressive 84.4% OTP rate, with easyJet closely behind at 82.2%, a reversal of the order from the previous month.
\n
Air Canada experienced a particularly challenging March, with only 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
\n
\n
Large airlines:
\n
\n
In the large category (airlines operating between 10,000 and 20,000 flights in the month), COPA Airlines were once again the best-performing carrier with a 93.4% OTP rate and just five cancellations across their 12,400 flights.
\n
Aeromexico, a regularly high-performing carrier, was the third-best in the large airline category with an 80.1% OTP rate, placing them just behind Wizz Air, which achieved 89.22%.
\n
March was a particularly difficult month for Spirit Airlines, who cancelled 9.4% of their scheduled services and recorded an OTP rate of just 48.9% across their network.
\n
\n
North American Airlines:
\n
\n
The \"Big Three\" US carriers all reported a considerable number of cancellations in March. Delta Air Lines cancelled 3.76% of scheduled flights, American Airlines 2.93%, and United Airlines 2.53%.
\n
\n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in March:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Hainan Airlines
\n
🥉 China Southern Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","postBodyRss":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: explore March OTP highlights
\n
\n\n\n\n
\n
\n \n
\n\n
\n
\n
\n
\n \n On-Time Performance · March 2026\n
\n
Global Airline Punctuality Rankings
\n
Which carriers led the world on OTP last month?
\n
\n
\n \n
\n
\n
\n\n
\n\n
\n
\n
Top OTP Rate
\n
0%
\n
Garuda Indonesia
\n All airlines\n
\n
\n
Zero Cancellations
\n
0
\n
Airlines with no cancels
\n incl. Vietnam Airlines\n
\n
\n\n \n\n
\n
\n \n Interactive Rankings — Click a tab to explore\n
\n\n
\n \n \n \n \n
\n\n
\n \n
\n
\n \n
\n
\n \n
\n
\n \n
\n
\n\n
\n\n \n\n
\n
\n
\n\n
\n
\n
Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Asia ruled the top five for OTP in March, with three of those positions taken by Asian carriers. Garuda led the way with an impressive 97.9% OTP rate, more than two percentage points clear of second-placed Fuji Dream Airlines (95.5%). Star Flyer secured fifth spot with 92.85% OTP and reported no scheduled cancellations throughout the month, while Garuda cancelled just 12 flights from a planned 6,300 scheduled services.
\n
Twelve airlines operated their full schedules in March with zero cancellations, including Jeju Airlines, HK Express and China Airlines. The standout was Vietnam Airlines, which reported no cancellations across a planned 14,100 flights — a remarkable operational feat.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place from an OTP perspective, followed by Hainan Airlines and China Southern Airlines.
\n
Within the low-cost carriers in the major category, Ryanair saw an impressive 84.4% OTP rate, with easyJet closely behind at 82.2%, a reversal of the order from the previous month.
\n
Air Canada experienced a particularly challenging March, with only 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
\n
\n
Large airlines:
\n
\n
In the large category (airlines operating between 10,000 and 20,000 flights in the month), COPA Airlines were once again the best-performing carrier with a 93.4% OTP rate and just five cancellations across their 12,400 flights.
\n
Aeromexico, a regularly high-performing carrier, was the third-best in the large airline category with an 80.1% OTP rate, placing them just behind Wizz Air, which achieved 89.22%.
\n
March was a particularly difficult month for Spirit Airlines, who cancelled 9.4% of their scheduled services and recorded an OTP rate of just 48.9% across their network.
\n
\n
North American Airlines:
\n
\n
The \"Big Three\" US carriers all reported a considerable number of cancellations in March. Delta Air Lines cancelled 3.76% of scheduled flights, American Airlines 2.93%, and United Airlines 2.53%.
\n
\n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in March:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Hainan Airlines
\n
🥉 China Southern Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","postEmailContent":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n","postSummaryRss":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n","postTemplate":"OAG 2026/templates/blog/clean-pro-blog-post.html","previewImageSrc":null,"previewKey":"cUFCWebW","previousPostFeaturedImage":"https://www.oag.com/hubfs/Pricing%20Analyst.jpg","previousPostFeaturedImageAltText":"","previousPostName":"US Airfares in Q1 2026: What the Data Shows","previousPostSlug":"blog/us-airfare-increases-and-decreasesn-q1-2026","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1776087620000,"publishDateLocalTime":1776087620000,"publishDateLocalized":{"date":1776087620000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1776252550985,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/march-2026-otp-results-for-global-airlines","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
\n
Interactive infographic: explore March OTP highlights
\n
\n\n\n\n
\n
\n \n
\n\n
\n
\n
\n
\n \n On-Time Performance · March 2026\n
\n
Global Airline Punctuality Rankings
\n
Which carriers led the world on OTP last month?
\n
\n
\n \n
\n
\n
\n\n
\n\n
\n
\n
Top OTP Rate
\n
0%
\n
Garuda Indonesia
\n All airlines\n
\n
\n
Zero Cancellations
\n
0
\n
Airlines with no cancels
\n incl. Vietnam Airlines\n
\n
\n\n \n\n
\n
\n \n Interactive Rankings — Click a tab to explore\n
\n\n
\n \n \n \n \n
\n\n
\n \n
\n
\n \n
\n
\n \n
\n
\n \n
\n
\n\n
\n\n \n\n
\n
\n
\n\n
\n
\n
Highlights from the latest OTP monthly data:
\n
All airlines:
\n
\n
Asia ruled the top five for OTP in March, with three of those positions taken by Asian carriers. Garuda led the way with an impressive 97.9% OTP rate, more than two percentage points clear of second-placed Fuji Dream Airlines (95.5%). Star Flyer secured fifth spot with 92.85% OTP and reported no scheduled cancellations throughout the month, while Garuda cancelled just 12 flights from a planned 6,300 scheduled services.
\n
Twelve airlines operated their full schedules in March with zero cancellations, including Jeju Airlines, HK Express and China Airlines. The standout was Vietnam Airlines, which reported no cancellations across a planned 14,100 flights — a remarkable operational feat.
\n
\n
Major airlines:
\n
\n
Amongst the major carriers (those operating more than 20,000 flights in the month), Scandinavian Airlines claimed first place from an OTP perspective, followed by Hainan Airlines and China Southern Airlines.
\n
Within the low-cost carriers in the major category, Ryanair saw an impressive 84.4% OTP rate, with easyJet closely behind at 82.2%, a reversal of the order from the previous month.
\n
Air Canada experienced a particularly challenging March, with only 59.3% of flights arriving on time and 4.7% of planned flights cancelled.
\n
\n
Large airlines:
\n
\n
In the large category (airlines operating between 10,000 and 20,000 flights in the month), COPA Airlines were once again the best-performing carrier with a 93.4% OTP rate and just five cancellations across their 12,400 flights.
\n
Aeromexico, a regularly high-performing carrier, was the third-best in the large airline category with an 80.1% OTP rate, placing them just behind Wizz Air, which achieved 89.22%.
\n
March was a particularly difficult month for Spirit Airlines, who cancelled 9.4% of their scheduled services and recorded an OTP rate of just 48.9% across their network.
\n
\n
North American Airlines:
\n
\n
The \"Big Three\" US carriers all reported a considerable number of cancellations in March. Delta Air Lines cancelled 3.76% of scheduled flights, American Airlines 2.93%, and United Airlines 2.53%.
\n
\n
\n
\n
Congratulations to the top three major airlines achieving the best OTP in March:
\n
🥇 Scandinavian Airlines (SAS)
\n
🥈 Hainan Airlines
\n
🥉 China Southern Airlines
\n
\n
View the full airline rankings by clicking on the button below
\n
\n
\n
How is airline OTP calculated?
\n
\n
Airline on-time performance is based on actual gatearrivaltimes. Flights that arrive within 15 minutes of the schedule are considered on time. Arriving 15 minutes or more after the scheduled time is considered not on time.
\n
Cancellations are included in our data and are considered not on-time.
\n
\n
","rssSummary":"
On-time performance (OTP) rankings for March are now available. Here are some highlights from the data, which references the percentage of flights that arrived on schedule last month.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n","post_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","rss_summary":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n","rss_body":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postBodyRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
","postEmailContent":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n","postSummaryRss":"
In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
\n\n
Key takeaways from the discussion:
\n
\n
ASEAN capacity is growing strongly this summer - International capacity is up across all major markets, with Malaysia leading at nearly 20% year-on-year, followed by the Philippines (+9.8%) and Vietnam (+9.2%).
\n
Domestic markets are in good shape - The Philippines and Thailand are seeing strong domestic growth, while Indonesia - the region's largest domestic market - has moved back into positive territory with 5.2% growth this summer.
\n
Travel patterns are shifting - Ongoing disruption to Middle East air routes is affecting how passengers connect between Southeast Asia and Europe. A Pear Anderson/ASEANTA survey found that 64% of Southeast Asian travel businesses expect demand to redirect toward regional travel within Southeast Asia as a result.
\n
The Philippines is a standout market - With LCCs forecast to hold 61% of capacity by 2026 and secondary airports like Angeles/Mabalacat and Tacloban posting strong growth, the Philippines continues to demonstrate sustained, broad-based expansion.
\n
Longer-term fundamentals remain positive - Despite near-term external pressures, the underlying growth drivers for Southeast Asian aviation - rising middle-class travel demand, improving connectivity, and strong intra-regional flows - remain intact.
\n
\n
Watch the full panel discussion below, and download the slide deck for the complete data.
\n
\n
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In this month's webinar, OAG Chief Analyst John Grant and Deirdre Fulton (MIDAS Aviation) were joined by Hannah Pearson (Pear Anderson) and Mark Souter (Chief Airline Marketing Officer, Aboitiz Infracapital Cebu Airport Corporation) to take stock of where Southeast Asia's aviation market stands heading into summer 2026 - looking at capacity trends, demand shifts, and the long-term growth outlook for the region.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association)\n to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association)\n to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
\n\n
The panel discussed:
\n\n
\n
What is driving growth in Australia's air capacity right now?
\n
How has the landscape for travel at home and abroad changed in the last decade?
\n
What challenges lie ahead for the industry?
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
The evolution of the Australian airline market: Jetstar strategic growth
\n
\n
Jetstar was launched by Qantas Group in 2004 following the collapse of Ansett and the competitive entry of Virgin Blue (now Virgin Australia).
\n
The airline experienced significant growth in leisure destinations such as the Gold Coast, Tasmania, and parts of regional Queensland and New South Wales.
\n
Despite initial rapid growth, the later years have shown relatively flat domestic capacity and growth within the market.
\n
\n
\n
\n
Embracing seamless travel: The future of arrivals
\n
The panel discuss the importance of eliminating the traditional arrivals card to facilitate a more seamless travel experience by 2030, and highlights the role of biometric technology in revolutionising the travel process with the aim of creating a more efficient and integrated journey for travellers.
\n
\n
\n
Unlocking the potential: Electric aircraft as a catalyst for regional airport growth in Australia
\n
Whilst this topic may not currently dominate industry discussions, its potential impact on regional hubs is significant. Electric aircraft present an exciting opportunity for regional airports in Australia, offering a pathway to enhance connectivity and sustainability.
\n
\n
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Simon Westaway (CEO of the Australian Airports Association) to discuss the latest trends shaping Australia's aviation market, exploring capacity growth, evolving travel patterns, and the challenges influencing the industry's next chapter.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
\n\n
The panel discussed:
\n
\n
How carriers are maintaining demand despite economic and geopolitical volatility
\n
Where networks are expanding and which routes are driving yield growth
\n
What profitability will look like for airlines in 2026 and beyond
\n
\n
Below are just some highlights, with the full recording ready to view at the bottom of the page.
\n\n
A look at global capacity growth trends
\n
Before diving into the topic of this week's webinar, the panel reviewed Q1 global capacity growth data:
\n
\n
Capacity growth for Q1 remains 3.7% ahead of 2025, when we stretch that out to H1 2026, this falls to 2.5%.
\n
\n
\n
\n
Which markets are driving growth?
\n
\n
In the first half of 2026, global domestic capacity is almost flat, just 0.8% above 2025, with sluggish demand in Asia and Europe offset by stronger growth in other regions, including North America.
\n
International capacity is forecast to rise 5% year on year in H1 2026, led by the strongest growth in the Southwest Pacific and Africa, with Asia, Europe and the Middle East broadly in line with the global trend.
\n
North America's international capacity is lagging, with growth of just 1.1% expected at this point.
\n
\n
\n
\n
A closer look at passenger demand in the U.S.
\n
Next, we take a closer look at the U.S., with Courtney giving an overview of economic trends post-COVID, highlighting the initial downturn, recovery, and current stabilisation. How are human behaviours as a result of the economic whiplash influencing current market dynamics?
\n
\n
\n
How have transborder traffic trends shifted?
\n
Despite shifts in global travel trends, Canada remains an attractive outlier due to its picturesque landscapes and year-round activities:
\n
\n
\n
Why your airfare isn’t the real cost anymore
\n
The panel explored how other travel-related costs, such as hotel accommodations, Disney tickets, and ski lift tickets, have increased, impacting travel decisions more than airfare alone:
\n
\n
Watch the full webinar:
\n
There's so much more to discover in the full panel discussion - for more insights, watch below:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Courtney Miller (Founder and Managing Director, Visual Approach Analytics) and Ignacio Ottati (Manager, Air Service Development, Calgary Airport Authority to discuss how the North American aviation market is performing amid ongoing disruption.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","postBodyRss":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
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You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
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You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
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Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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","postBodyRss":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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","rssSummary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","post_body":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","rss_summary":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","rss_body":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postBodyRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postEmailContent":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","rssSummary":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
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In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
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With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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