Now, let’s look at passenger volume data - the number of passengers an airport actually handles. There is only one airport in the world in the exclusive 100 Million Passengers Club and that is Atlanta (ATL) in the US, handling just over 108 million passengers in 2024. Others are getting closer though, with Dubai - the 2nd Busiest Global Airport and Busiest International Airport of 2024 - handling 92.3 million passengers in 2024. This represents a 6.1% increase compared to the previous year, which is almost double the growth experienced by ATL (3.3% YoY). This indicates that if Dubai continues on this trajectory it will soon catch up with Atlanta by the end of the decade.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\nIn anticipation of continued growth and capitalising on its position as an ideal location for both passengers who want to travel through Dubai en route from east to west or vice versa, and those passengers who want to visit Dubai as a destination, Dubai has embarked on a significant investment in the expansion of Dubai World Central (DWC), Dubai’s current secondary airport.
\nThe vision is that at some point, likely ten years from now, DWC will become Dubai’s primary airport, with traffic switching from DXB. The upgraded and expanded DWC will ultimately provide capacity for up to 260 million passengers, with five runways, although it will be developed in a modular way as growth dictates.
\nThe region already boasts one of the biggest airports in the world, located in Istanbul (IST). The new airport opened in 2018 with passenger capacity of 90 million in the first phase, and by the end of this year, it is expected to reach 120 million. By 2028, total capacity of 200 million passengers is planned.
\nPassenger volumes at IST reached 80 million in 2024, which was an increase of some 5.2% on the previous year, so it will not need all of its new capacity just yet - although it has ambitious targets to reach 100 million passengers by 2027. However, with an ambitious growth plan, and a base carrier offering more destinations than other Middle Eastern hubs, the airport is well placed to reach 100 million passengers in the short to medium term.
\nHot on the heels of Dubai and Istanbul is Riyadh, where the new King Salman International Airport is under construction, aiming to become one of the world’s largest airports, with the initial phase catering to 120 million passengers by 2030, and ultimately 185 million passengers by 2050. Whilst the current Riyadh Airport - King Khalid International (RUH) - handled 38 million passengers in 2024, the new enlarged Riyadh airport is a key enabler of Saudi Arabia’s Vision 2030 transformation programme which aims to reach 330 million visitors by 2030.
\nThe cumulative passenger capacity for just these three ambitious hubs is an eye-watering 645 million by the end of their current timelines, some three times more than the current passenger volumes they handle. That’s before we consider Doha, Qatar’s fast-growing hub, with capacity for over 65 million passengers a year and the newly extended Zayed International Airport, in Abu Dhabi, which will cater for up to 45 million passengers. The combined total envisages a market across the biggest hubs of the Middle East of over three quarters of a billion passengers – an impressive more than doubling in size of the passenger volumes handled today at these airports.
\nIn part two, we look east to explore how Asia’s biggest hubs plan to expand in line with growth projections.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\n
The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
\n","enable_google_amp_output_override":false,"generate_json_ld_enabled":true,"composition_id":0,"is_crawlable_by_bots":false,"html_title":"100 Million Club: The Rise of Mega Airports | Part 1 | Aviation Market Analysis | OAG","public_access_rules":[],"public_access_rules_enabled":false,"use_featured_image":true,"tag_ids":[66382214546],"topic_ids":[66382214546],"post_summary":"The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
\n","post_body":"The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
\n
For context, let's begin by taking a look at the Top 10 Busiest Global Airports of 2024 ranked by total airline seats - this is the number of seats filled by airlines operating from those airports, not the actual passengers handled at the airport (we’ll get to that later). This illustrates just how ‘busy’ the airports are in terms of flights operating through the airport.
\nNow, let’s look at passenger volume data - the number of passengers an airport actually handles. There is only one airport in the world in the exclusive 100 Million Passengers Club and that is Atlanta (ATL) in the US, handling just over 108 million passengers in 2024. Others are getting closer though, with Dubai - the 2nd Busiest Global Airport and Busiest International Airport of 2024 - handling 92.3 million passengers in 2024. This represents a 6.1% increase compared to the previous year, which is almost double the growth experienced by ATL (3.3% YoY). This indicates that if Dubai continues on this trajectory it will soon catch up with Atlanta by the end of the decade.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\nIn anticipation of continued growth and capitalising on its position as an ideal location for both passengers who want to travel through Dubai en route from east to west or vice versa, and those passengers who want to visit Dubai as a destination, Dubai has embarked on a significant investment in the expansion of Dubai World Central (DWC), Dubai’s current secondary airport.
\nThe vision is that at some point, likely ten years from now, DWC will become Dubai’s primary airport, with traffic switching from DXB. The upgraded and expanded DWC will ultimately provide capacity for up to 260 million passengers, with five runways, although it will be developed in a modular way as growth dictates.
\nThe region already boasts one of the biggest airports in the world, located in Istanbul (IST). The new airport opened in 2018 with passenger capacity of 90 million in the first phase, and by the end of this year, it is expected to reach 120 million. By 2028, total capacity of 200 million passengers is planned.
\nPassenger volumes at IST reached 80 million in 2024, which was an increase of some 5.2% on the previous year, so it will not need all of its new capacity just yet - although it has ambitious targets to reach 100 million passengers by 2027. However, with an ambitious growth plan, and a base carrier offering more destinations than other Middle Eastern hubs, the airport is well placed to reach 100 million passengers in the short to medium term.
\nHot on the heels of Dubai and Istanbul is Riyadh, where the new King Salman International Airport is under construction, aiming to become one of the world’s largest airports, with the initial phase catering to 120 million passengers by 2030, and ultimately 185 million passengers by 2050. Whilst the current Riyadh Airport - King Khalid International (RUH) - handled 38 million passengers in 2024, the new enlarged Riyadh airport is a key enabler of Saudi Arabia’s Vision 2030 transformation programme which aims to reach 330 million visitors by 2030.
\nThe cumulative passenger capacity for just these three ambitious hubs is an eye-watering 645 million by the end of their current timelines, some three times more than the current passenger volumes they handle. That’s before we consider Doha, Qatar’s fast-growing hub, with capacity for over 65 million passengers a year and the newly extended Zayed International Airport, in Abu Dhabi, which will cater for up to 45 million passengers. The combined total envisages a market across the biggest hubs of the Middle East of over three quarters of a billion passengers – an impressive more than doubling in size of the passenger volumes handled today at these airports.
\nIn part two, we look east to explore how Asia’s biggest hubs plan to expand in line with growth projections.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\n
The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
\n
For context, let's begin by taking a look at the Top 10 Busiest Global Airports of 2024 ranked by total airline seats - this is the number of seats filled by airlines operating from those airports, not the actual passengers handled at the airport (we’ll get to that later). This illustrates just how ‘busy’ the airports are in terms of flights operating through the airport.
\nNow, let’s look at passenger volume data - the number of passengers an airport actually handles. There is only one airport in the world in the exclusive 100 Million Passengers Club and that is Atlanta (ATL) in the US, handling just over 108 million passengers in 2024. Others are getting closer though, with Dubai - the 2nd Busiest Global Airport and Busiest International Airport of 2024 - handling 92.3 million passengers in 2024. This represents a 6.1% increase compared to the previous year, which is almost double the growth experienced by ATL (3.3% YoY). This indicates that if Dubai continues on this trajectory it will soon catch up with Atlanta by the end of the decade.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\nIn anticipation of continued growth and capitalising on its position as an ideal location for both passengers who want to travel through Dubai en route from east to west or vice versa, and those passengers who want to visit Dubai as a destination, Dubai has embarked on a significant investment in the expansion of Dubai World Central (DWC), Dubai’s current secondary airport.
\nThe vision is that at some point, likely ten years from now, DWC will become Dubai’s primary airport, with traffic switching from DXB. The upgraded and expanded DWC will ultimately provide capacity for up to 260 million passengers, with five runways, although it will be developed in a modular way as growth dictates.
\nThe region already boasts one of the biggest airports in the world, located in Istanbul (IST). The new airport opened in 2018 with passenger capacity of 90 million in the first phase, and by the end of this year, it is expected to reach 120 million. By 2028, total capacity of 200 million passengers is planned.
\nPassenger volumes at IST reached 80 million in 2024, which was an increase of some 5.2% on the previous year, so it will not need all of its new capacity just yet - although it has ambitious targets to reach 100 million passengers by 2027. However, with an ambitious growth plan, and a base carrier offering more destinations than other Middle Eastern hubs, the airport is well placed to reach 100 million passengers in the short to medium term.
\nHot on the heels of Dubai and Istanbul is Riyadh, where the new King Salman International Airport is under construction, aiming to become one of the world’s largest airports, with the initial phase catering to 120 million passengers by 2030, and ultimately 185 million passengers by 2050. Whilst the current Riyadh Airport - King Khalid International (RUH) - handled 38 million passengers in 2024, the new enlarged Riyadh airport is a key enabler of Saudi Arabia’s Vision 2030 transformation programme which aims to reach 330 million visitors by 2030.
\nThe cumulative passenger capacity for just these three ambitious hubs is an eye-watering 645 million by the end of their current timelines, some three times more than the current passenger volumes they handle. That’s before we consider Doha, Qatar’s fast-growing hub, with capacity for over 65 million passengers a year and the newly extended Zayed International Airport, in Abu Dhabi, which will cater for up to 45 million passengers. The combined total envisages a market across the biggest hubs of the Middle East of over three quarters of a billion passengers – an impressive more than doubling in size of the passenger volumes handled today at these airports.
\nIn part two, we look east to explore how Asia’s biggest hubs plan to expand in line with growth projections.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\n
The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
\n
For context, let's begin by taking a look at the Top 10 Busiest Global Airports of 2024 ranked by total airline seats - this is the number of seats filled by airlines operating from those airports, not the actual passengers handled at the airport (we’ll get to that later). This illustrates just how ‘busy’ the airports are in terms of flights operating through the airport.
\nNow, let’s look at passenger volume data - the number of passengers an airport actually handles. There is only one airport in the world in the exclusive 100 Million Passengers Club and that is Atlanta (ATL) in the US, handling just over 108 million passengers in 2024. Others are getting closer though, with Dubai - the 2nd Busiest Global Airport and Busiest International Airport of 2024 - handling 92.3 million passengers in 2024. This represents a 6.1% increase compared to the previous year, which is almost double the growth experienced by ATL (3.3% YoY). This indicates that if Dubai continues on this trajectory it will soon catch up with Atlanta by the end of the decade.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\nIn anticipation of continued growth and capitalising on its position as an ideal location for both passengers who want to travel through Dubai en route from east to west or vice versa, and those passengers who want to visit Dubai as a destination, Dubai has embarked on a significant investment in the expansion of Dubai World Central (DWC), Dubai’s current secondary airport.
\nThe vision is that at some point, likely ten years from now, DWC will become Dubai’s primary airport, with traffic switching from DXB. The upgraded and expanded DWC will ultimately provide capacity for up to 260 million passengers, with five runways, although it will be developed in a modular way as growth dictates.
\nThe region already boasts one of the biggest airports in the world, located in Istanbul (IST). The new airport opened in 2018 with passenger capacity of 90 million in the first phase, and by the end of this year, it is expected to reach 120 million. By 2028, total capacity of 200 million passengers is planned.
\nPassenger volumes at IST reached 80 million in 2024, which was an increase of some 5.2% on the previous year, so it will not need all of its new capacity just yet - although it has ambitious targets to reach 100 million passengers by 2027. However, with an ambitious growth plan, and a base carrier offering more destinations than other Middle Eastern hubs, the airport is well placed to reach 100 million passengers in the short to medium term.
\nHot on the heels of Dubai and Istanbul is Riyadh, where the new King Salman International Airport is under construction, aiming to become one of the world’s largest airports, with the initial phase catering to 120 million passengers by 2030, and ultimately 185 million passengers by 2050. Whilst the current Riyadh Airport - King Khalid International (RUH) - handled 38 million passengers in 2024, the new enlarged Riyadh airport is a key enabler of Saudi Arabia’s Vision 2030 transformation programme which aims to reach 330 million visitors by 2030.
\nThe cumulative passenger capacity for just these three ambitious hubs is an eye-watering 645 million by the end of their current timelines, some three times more than the current passenger volumes they handle. That’s before we consider Doha, Qatar’s fast-growing hub, with capacity for over 65 million passengers a year and the newly extended Zayed International Airport, in Abu Dhabi, which will cater for up to 45 million passengers. The combined total envisages a market across the biggest hubs of the Middle East of over three quarters of a billion passengers – an impressive more than doubling in size of the passenger volumes handled today at these airports.
\nIn part two, we look east to explore how Asia’s biggest hubs plan to expand in line with growth projections.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\n
The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
","postFeaturedImageIfEnabled":"https://www.oag.com/hubfs/100m%20club%20blog%20image.jpg","postListContent":"The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
","postListSummaryFeaturedImage":"https://www.oag.com/hubfs/100m%20club%20blog%20image.jpg","postRssContent":"The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
","postRssSummaryFeaturedImage":"https://www.oag.com/hubfs/100m%20club%20blog%20image.jpg","postSummary":"The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
\n","postSummaryRss":"The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"QhNuXqlj","previousPostFeaturedImage":"https://www.oag.com/hubfs/US%20Airline%20Capacity%20by%20State.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Quiz: Major US Airlines' Top States Mapped","previousPostSlug":"blog/major-us-airlines-top-states","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1751640054000,"publishDateLocalTime":1751640054000,"publishDateLocalized":{"date":1751640054000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1751640054684,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/100-million-club-the-rise-of-mega-airports-part-1","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
\n
For context, let's begin by taking a look at the Top 10 Busiest Global Airports of 2024 ranked by total airline seats - this is the number of seats filled by airlines operating from those airports, not the actual passengers handled at the airport (we’ll get to that later). This illustrates just how ‘busy’ the airports are in terms of flights operating through the airport.
\nNow, let’s look at passenger volume data - the number of passengers an airport actually handles. There is only one airport in the world in the exclusive 100 Million Passengers Club and that is Atlanta (ATL) in the US, handling just over 108 million passengers in 2024. Others are getting closer though, with Dubai - the 2nd Busiest Global Airport and Busiest International Airport of 2024 - handling 92.3 million passengers in 2024. This represents a 6.1% increase compared to the previous year, which is almost double the growth experienced by ATL (3.3% YoY). This indicates that if Dubai continues on this trajectory it will soon catch up with Atlanta by the end of the decade.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\nIn anticipation of continued growth and capitalising on its position as an ideal location for both passengers who want to travel through Dubai en route from east to west or vice versa, and those passengers who want to visit Dubai as a destination, Dubai has embarked on a significant investment in the expansion of Dubai World Central (DWC), Dubai’s current secondary airport.
\nThe vision is that at some point, likely ten years from now, DWC will become Dubai’s primary airport, with traffic switching from DXB. The upgraded and expanded DWC will ultimately provide capacity for up to 260 million passengers, with five runways, although it will be developed in a modular way as growth dictates.
\nThe region already boasts one of the biggest airports in the world, located in Istanbul (IST). The new airport opened in 2018 with passenger capacity of 90 million in the first phase, and by the end of this year, it is expected to reach 120 million. By 2028, total capacity of 200 million passengers is planned.
\nPassenger volumes at IST reached 80 million in 2024, which was an increase of some 5.2% on the previous year, so it will not need all of its new capacity just yet - although it has ambitious targets to reach 100 million passengers by 2027. However, with an ambitious growth plan, and a base carrier offering more destinations than other Middle Eastern hubs, the airport is well placed to reach 100 million passengers in the short to medium term.
\nHot on the heels of Dubai and Istanbul is Riyadh, where the new King Salman International Airport is under construction, aiming to become one of the world’s largest airports, with the initial phase catering to 120 million passengers by 2030, and ultimately 185 million passengers by 2050. Whilst the current Riyadh Airport - King Khalid International (RUH) - handled 38 million passengers in 2024, the new enlarged Riyadh airport is a key enabler of Saudi Arabia’s Vision 2030 transformation programme which aims to reach 330 million visitors by 2030.
\nThe cumulative passenger capacity for just these three ambitious hubs is an eye-watering 645 million by the end of their current timelines, some three times more than the current passenger volumes they handle. That’s before we consider Doha, Qatar’s fast-growing hub, with capacity for over 65 million passengers a year and the newly extended Zayed International Airport, in Abu Dhabi, which will cater for up to 45 million passengers. The combined total envisages a market across the biggest hubs of the Middle East of over three quarters of a billion passengers – an impressive more than doubling in size of the passenger volumes handled today at these airports.
\nIn part two, we look east to explore how Asia’s biggest hubs plan to expand in line with growth projections.
\nWhat is ‘passenger capacity’ and ‘passenger volume’ at airports?
\n
The next decade promises some significant and exciting developments in airport infrastructure. Plans are underway at various locations around the world to expand passenger facilities, enabling some of the world’s largest airports to handle over 100 million passengers annually.
\nIn the first part of this blog series, we are going to focus on key airport developments taking place in the Middle East.
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We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
\nIf you'd like to skip straight to the answers, keep scrolling or jump to them.
\n\n\n
Choose an airline below to see their 2025 total (domestic + international) capacity mapped by US state.
\n\n
Listed below are the top three states for each of the selected airlines, based on scheduled seat capacity in 2025:
\n1. Washington: 17,624,087
2. California: 14,135,915
3. Oregon: 6,134,066
1. Florida: 7,236,994
2. Arizona: 1,223,613
3. Tennessee: 1,212,530
1. Texas: 50,774,545
2. North Carolina: 34,718,965
3. Florida: 33,574,700
1. Georgia: 50,713,460
2. New York: 24,031,622
3. Florida: 18,022,021
1. New York: 13,367,240
2. Florida: 11,224,249
3. Massachusetts: 7,327,987
1. California: 35,037,940
2. Texas: 31,834,645
3. Florida: 19,246,422
1. Florida: 10,763,671
2. Texas: 3,331,235
3. Nevada: 3,194,153
1. California: 30,448,089
2. Texas: 27,004,795
3. Colorado: 26,056,901
Never miss the freshest analysis, data visualisations or infographics when you subscribe to OAG's weekly email digest.
\n
In which states are the major US airlines most active? We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
","enable_google_amp_output_override":false,"generate_json_ld_enabled":true,"composition_id":0,"is_crawlable_by_bots":false,"post_summary":"In which states are the major US airlines most active? We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
","post_body":"In which states are the major US airlines most active? We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
\nIf you'd like to skip straight to the answers, keep scrolling or jump to them.
\n\n\n
Choose an airline below to see their 2025 total (domestic + international) capacity mapped by US state.
\n\n
Listed below are the top three states for each of the selected airlines, based on scheduled seat capacity in 2025:
\n1. Washington: 17,624,087
2. California: 14,135,915
3. Oregon: 6,134,066
1. Florida: 7,236,994
2. Arizona: 1,223,613
3. Tennessee: 1,212,530
1. Texas: 50,774,545
2. North Carolina: 34,718,965
3. Florida: 33,574,700
1. Georgia: 50,713,460
2. New York: 24,031,622
3. Florida: 18,022,021
1. New York: 13,367,240
2. Florida: 11,224,249
3. Massachusetts: 7,327,987
1. California: 35,037,940
2. Texas: 31,834,645
3. Florida: 19,246,422
1. Florida: 10,763,671
2. Texas: 3,331,235
3. Nevada: 3,194,153
1. California: 30,448,089
2. Texas: 27,004,795
3. Colorado: 26,056,901
Never miss the freshest analysis, data visualisations or infographics when you subscribe to OAG's weekly email digest.
\n
In which states are the major US airlines most active? We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
\nIf you'd like to skip straight to the answers, keep scrolling or jump to them.
\n\n\n
Choose an airline below to see their 2025 total (domestic + international) capacity mapped by US state.
\n\n
Listed below are the top three states for each of the selected airlines, based on scheduled seat capacity in 2025:
\n1. Washington: 17,624,087
2. California: 14,135,915
3. Oregon: 6,134,066
1. Florida: 7,236,994
2. Arizona: 1,223,613
3. Tennessee: 1,212,530
1. Texas: 50,774,545
2. North Carolina: 34,718,965
3. Florida: 33,574,700
1. Georgia: 50,713,460
2. New York: 24,031,622
3. Florida: 18,022,021
1. New York: 13,367,240
2. Florida: 11,224,249
3. Massachusetts: 7,327,987
1. California: 35,037,940
2. Texas: 31,834,645
3. Florida: 19,246,422
1. Florida: 10,763,671
2. Texas: 3,331,235
3. Nevada: 3,194,153
1. California: 30,448,089
2. Texas: 27,004,795
3. Colorado: 26,056,901
Never miss the freshest analysis, data visualisations or infographics when you subscribe to OAG's weekly email digest.
\n
In which states are the major US airlines most active? We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
\nIf you'd like to skip straight to the answers, keep scrolling or jump to them.
\n\n\n
Choose an airline below to see their 2025 total (domestic + international) capacity mapped by US state.
\n\n
Listed below are the top three states for each of the selected airlines, based on scheduled seat capacity in 2025:
\n1. Washington: 17,624,087
2. California: 14,135,915
3. Oregon: 6,134,066
1. Florida: 7,236,994
2. Arizona: 1,223,613
3. Tennessee: 1,212,530
1. Texas: 50,774,545
2. North Carolina: 34,718,965
3. Florida: 33,574,700
1. Georgia: 50,713,460
2. New York: 24,031,622
3. Florida: 18,022,021
1. New York: 13,367,240
2. Florida: 11,224,249
3. Massachusetts: 7,327,987
1. California: 35,037,940
2. Texas: 31,834,645
3. Florida: 19,246,422
1. Florida: 10,763,671
2. Texas: 3,331,235
3. Nevada: 3,194,153
1. California: 30,448,089
2. Texas: 27,004,795
3. Colorado: 26,056,901
Never miss the freshest analysis, data visualisations or infographics when you subscribe to OAG's weekly email digest.
\n
In which states are the major US airlines most active? We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
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\nIf you'd like to skip straight to the answers, keep scrolling or jump to them.
\n\n\n
Choose an airline below to see their 2025 total (domestic + international) capacity mapped by US state.
\n\n
Listed below are the top three states for each of the selected airlines, based on scheduled seat capacity in 2025:
\n1. Washington: 17,624,087
2. California: 14,135,915
3. Oregon: 6,134,066
1. Florida: 7,236,994
2. Arizona: 1,223,613
3. Tennessee: 1,212,530
1. Texas: 50,774,545
2. North Carolina: 34,718,965
3. Florida: 33,574,700
1. Georgia: 50,713,460
2. New York: 24,031,622
3. Florida: 18,022,021
1. New York: 13,367,240
2. Florida: 11,224,249
3. Massachusetts: 7,327,987
1. California: 35,037,940
2. Texas: 31,834,645
3. Florida: 19,246,422
1. Florida: 10,763,671
2. Texas: 3,331,235
3. Nevada: 3,194,153
1. California: 30,448,089
2. Texas: 27,004,795
3. Colorado: 26,056,901
Never miss the freshest analysis, data visualisations or infographics when you subscribe to OAG's weekly email digest.
\n
In which states are the major US airlines most active? We've mapped out capacity (domestic + international) for a selection of the country's top airlines, showing the hotspots and diversity of each carrier’s network. Test your knowledge by taking our quiz and match the airline to the map.
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It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
\nAlthough many airlines are frustrated by supply chain challenges - which we will look at in more detail later - simple economics show that restricted supply leads to higher load factors, higher airfares and ultimately profitability for some.
\nScheduled airline capacity this year is expected to have grown by 1.6% compared to last year and by 4.0% versus 2019.
\nNaturally there are some markets where growth has been strong in the last few years:
\nHowever, some regions like Southeast Asia and the Southwest Pacific are still facing difficulties in their capacity recovery, and markets such as Indonesia continue to be challenged by supply side issues and weak demand.
\nObjectively, capacity discipline is good for airlines and allows those that are well managed to drive profitability, which has to be good for the whole industry. With signs of some improvement on aircraft deliveries, careful capacity growth will be important for the rest of 2025 and into next year.
\nFor many years, airline profitability was cyclical in nature and for most was just something to dream about. However, recently airlines - and indeed many parts of the ecosystem - have become consistently profitable, which is necessary to support future investments - be that new aircraft, environmental improvements or more tailored service offerings. However, what we have noticed is wealthier airlines growing richer, while others continue to struggle.
\nWhile it seems that everyone is expecting a slowdown in the global economy, the first half of the year appears to have been better than many anticipated.
\nWhen evaluating airline profitability, it’s important to look at the industry as a whole, and industry-wide the expected margins for 2025 are no better than interest on a savings account. Obviously, congratulations to the small percentage of well-managed and very profitable airlines but they are indeed a small percentage of all airlines operating. As many of us in the industry have been saying for years, much work must be done to drag the poorest performers forward.
\n
With ongoing tensions in various regions and the market vulnerable to political power plays, the whole aviation sector craves political stability and a calm market where politics are not considered a risk to operations and revenues. It seems, however, that there will always be external influences, and very rarely do they have a positive impact on the industry - but at some point surely things will change for the better?
\nIt seems that every part of the aviation industry is impacted by the supply of required resources.
\nThe supply of new seats, galleys and even overhead storage bins are all delaying the introduction of new aircraft, but perhaps the most important supply chain shortage is the lack of human resources; as skilled pilots, engineers and management leave the industry, resulting in a skills shortage. Overlay that challenge with new airline start-ups offering extremely attractive expatriate packages to buy in the required expertise, and there is a growing crisis which cannot be filled without years of training and on-the-job experience. With shortages of ATC controllers in both Europe and North America the pressures on the industry are very real and are not going to disappear before the end of the decade at the very earliest.
\nSupply issues also extend into available capacity, especially at some major airports around the world. While airports such as Singapore Changi are already in their next development phase, in Europe capacity constraints remain in many airports as a combination of physical and environmental restrictions limit future growth. And while those constraints are great for those airlines with dominant shares of capacity, it does limit competition and growth from new airlines. Whether the third runway at Heathrow will ever be built remains an open question heading into the second half of the year, and even a definite “yes” will see no new capacity before 2035 at the earliest.
\n
The global economy is expected to slow down through the rest of the year, with IATA predicting global GDP to fall to 2.5% compared to the 3.3% of 2024. There are already signs of a softening in demand across some markets, although how much of that is economic conditions or changing consumer sentiment towards certain markets is unclear.
\nDespite the expectations of an economic slowdown, traffic appears to be growing in many markets.
\nFor many airlines, the industry is based around the US dollar, and a weakening of the dollar is good news for all airlines. With the price of oil having been well below last year’s levels (though watch this space), the combination of these two factors provides a significant cost saving for airlines, just as demand may be slipping slightly. Significant cost savings flow straight through to the bottom line and will likely continue through the rest of the year.
\nExperience suggests that airlines can stimulate demand in times of an economic slowdown using price as a major part of their marketing activity. Adjustments in capacity can also be expected, with seasonal service perhaps being dropped earlier and premium capacity switched to stronger markets. While the global economy may slow down in the second half of the year, quarter three is the peak period, and we anticipate demand being stronger than some expect, and that will extend into the shoulder months of September and October. That just leaves two months of possible demand uncertainty.
\nIn conclusion, at the half way stage of the year - despite all the challenges that the industry has faced - we believe that the market has probably performed better than anyone had expected at the beginning of January this year. Cost savings are currently offsetting any softening of demand and lower airfares. While the second half of the year will inevitably see some surprises, it feels as though the industry is well placed to handle any tremors in the global marketplace, and if 2025 is going to be as good as we expect despite the challenges, just how good could 2026 be?
\n
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
","enable_google_amp_output_override":false,"generate_json_ld_enabled":true,"composition_id":0,"is_crawlable_by_bots":false,"post_summary":"
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
","post_body":"
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
\nAlthough many airlines are frustrated by supply chain challenges - which we will look at in more detail later - simple economics show that restricted supply leads to higher load factors, higher airfares and ultimately profitability for some.
\nScheduled airline capacity this year is expected to have grown by 1.6% compared to last year and by 4.0% versus 2019.
\nNaturally there are some markets where growth has been strong in the last few years:
\nHowever, some regions like Southeast Asia and the Southwest Pacific are still facing difficulties in their capacity recovery, and markets such as Indonesia continue to be challenged by supply side issues and weak demand.
\nObjectively, capacity discipline is good for airlines and allows those that are well managed to drive profitability, which has to be good for the whole industry. With signs of some improvement on aircraft deliveries, careful capacity growth will be important for the rest of 2025 and into next year.
\nFor many years, airline profitability was cyclical in nature and for most was just something to dream about. However, recently airlines - and indeed many parts of the ecosystem - have become consistently profitable, which is necessary to support future investments - be that new aircraft, environmental improvements or more tailored service offerings. However, what we have noticed is wealthier airlines growing richer, while others continue to struggle.
\nWhile it seems that everyone is expecting a slowdown in the global economy, the first half of the year appears to have been better than many anticipated.
\nWhen evaluating airline profitability, it’s important to look at the industry as a whole, and industry-wide the expected margins for 2025 are no better than interest on a savings account. Obviously, congratulations to the small percentage of well-managed and very profitable airlines but they are indeed a small percentage of all airlines operating. As many of us in the industry have been saying for years, much work must be done to drag the poorest performers forward.
\n
With ongoing tensions in various regions and the market vulnerable to political power plays, the whole aviation sector craves political stability and a calm market where politics are not considered a risk to operations and revenues. It seems, however, that there will always be external influences, and very rarely do they have a positive impact on the industry - but at some point surely things will change for the better?
\nIt seems that every part of the aviation industry is impacted by the supply of required resources.
\nThe supply of new seats, galleys and even overhead storage bins are all delaying the introduction of new aircraft, but perhaps the most important supply chain shortage is the lack of human resources; as skilled pilots, engineers and management leave the industry, resulting in a skills shortage. Overlay that challenge with new airline start-ups offering extremely attractive expatriate packages to buy in the required expertise, and there is a growing crisis which cannot be filled without years of training and on-the-job experience. With shortages of ATC controllers in both Europe and North America the pressures on the industry are very real and are not going to disappear before the end of the decade at the very earliest.
\nSupply issues also extend into available capacity, especially at some major airports around the world. While airports such as Singapore Changi are already in their next development phase, in Europe capacity constraints remain in many airports as a combination of physical and environmental restrictions limit future growth. And while those constraints are great for those airlines with dominant shares of capacity, it does limit competition and growth from new airlines. Whether the third runway at Heathrow will ever be built remains an open question heading into the second half of the year, and even a definite “yes” will see no new capacity before 2035 at the earliest.
\nThe global economy is expected to slow down through the rest of the year, with IATA predicting global GDP to fall to 2.5% compared to the 3.3% of 2024. There are already signs of a softening in demand across some markets, although how much of that is economic conditions or changing consumer sentiment towards certain markets is unclear.
\nDespite the expectations of an economic slowdown, traffic appears to be growing in many markets.
\nFor many airlines, the industry is based around the US dollar, and a weakening of the dollar is good news for all airlines. With the price of oil having been well below last year’s levels (though watch this space), the combination of these two factors provides a significant cost saving for airlines, just as demand may be slipping slightly. Significant cost savings flow straight through to the bottom line and will likely continue through the rest of the year.
\nExperience suggests that airlines can stimulate demand in times of an economic slowdown using price as a major part of their marketing activity. Adjustments in capacity can also be expected, with seasonal service perhaps being dropped earlier and premium capacity switched to stronger markets. While the global economy may slow down in the second half of the year, quarter three is the peak period, and we anticipate demand being stronger than some expect, and that will extend into the shoulder months of September and October. That just leaves two months of possible demand uncertainty.
\nIn conclusion, at the half way stage of the year - despite all the challenges that the industry has faced - we believe that the market has probably performed better than anyone had expected at the beginning of January this year. Cost savings are currently offsetting any softening of demand and lower airfares. While the second half of the year will inevitably see some surprises, it feels as though the industry is well placed to handle any tremors in the global marketplace, and if 2025 is going to be as good as we expect despite the challenges, just how good could 2026 be?
\n
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
\nAlthough many airlines are frustrated by supply chain challenges - which we will look at in more detail later - simple economics show that restricted supply leads to higher load factors, higher airfares and ultimately profitability for some.
\nScheduled airline capacity this year is expected to have grown by 1.6% compared to last year and by 4.0% versus 2019.
\nNaturally there are some markets where growth has been strong in the last few years:
\nHowever, some regions like Southeast Asia and the Southwest Pacific are still facing difficulties in their capacity recovery, and markets such as Indonesia continue to be challenged by supply side issues and weak demand.
\nObjectively, capacity discipline is good for airlines and allows those that are well managed to drive profitability, which has to be good for the whole industry. With signs of some improvement on aircraft deliveries, careful capacity growth will be important for the rest of 2025 and into next year.
\nFor many years, airline profitability was cyclical in nature and for most was just something to dream about. However, recently airlines - and indeed many parts of the ecosystem - have become consistently profitable, which is necessary to support future investments - be that new aircraft, environmental improvements or more tailored service offerings. However, what we have noticed is wealthier airlines growing richer, while others continue to struggle.
\nWhile it seems that everyone is expecting a slowdown in the global economy, the first half of the year appears to have been better than many anticipated.
\nWhen evaluating airline profitability, it’s important to look at the industry as a whole, and industry-wide the expected margins for 2025 are no better than interest on a savings account. Obviously, congratulations to the small percentage of well-managed and very profitable airlines but they are indeed a small percentage of all airlines operating. As many of us in the industry have been saying for years, much work must be done to drag the poorest performers forward.
\n
With ongoing tensions in various regions and the market vulnerable to political power plays, the whole aviation sector craves political stability and a calm market where politics are not considered a risk to operations and revenues. It seems, however, that there will always be external influences, and very rarely do they have a positive impact on the industry - but at some point surely things will change for the better?
\nIt seems that every part of the aviation industry is impacted by the supply of required resources.
\nThe supply of new seats, galleys and even overhead storage bins are all delaying the introduction of new aircraft, but perhaps the most important supply chain shortage is the lack of human resources; as skilled pilots, engineers and management leave the industry, resulting in a skills shortage. Overlay that challenge with new airline start-ups offering extremely attractive expatriate packages to buy in the required expertise, and there is a growing crisis which cannot be filled without years of training and on-the-job experience. With shortages of ATC controllers in both Europe and North America the pressures on the industry are very real and are not going to disappear before the end of the decade at the very earliest.
\nSupply issues also extend into available capacity, especially at some major airports around the world. While airports such as Singapore Changi are already in their next development phase, in Europe capacity constraints remain in many airports as a combination of physical and environmental restrictions limit future growth. And while those constraints are great for those airlines with dominant shares of capacity, it does limit competition and growth from new airlines. Whether the third runway at Heathrow will ever be built remains an open question heading into the second half of the year, and even a definite “yes” will see no new capacity before 2035 at the earliest.
\nThe global economy is expected to slow down through the rest of the year, with IATA predicting global GDP to fall to 2.5% compared to the 3.3% of 2024. There are already signs of a softening in demand across some markets, although how much of that is economic conditions or changing consumer sentiment towards certain markets is unclear.
\nDespite the expectations of an economic slowdown, traffic appears to be growing in many markets.
\nFor many airlines, the industry is based around the US dollar, and a weakening of the dollar is good news for all airlines. With the price of oil having been well below last year’s levels (though watch this space), the combination of these two factors provides a significant cost saving for airlines, just as demand may be slipping slightly. Significant cost savings flow straight through to the bottom line and will likely continue through the rest of the year.
\nExperience suggests that airlines can stimulate demand in times of an economic slowdown using price as a major part of their marketing activity. Adjustments in capacity can also be expected, with seasonal service perhaps being dropped earlier and premium capacity switched to stronger markets. While the global economy may slow down in the second half of the year, quarter three is the peak period, and we anticipate demand being stronger than some expect, and that will extend into the shoulder months of September and October. That just leaves two months of possible demand uncertainty.
\nIn conclusion, at the half way stage of the year - despite all the challenges that the industry has faced - we believe that the market has probably performed better than anyone had expected at the beginning of January this year. Cost savings are currently offsetting any softening of demand and lower airfares. While the second half of the year will inevitably see some surprises, it feels as though the industry is well placed to handle any tremors in the global marketplace, and if 2025 is going to be as good as we expect despite the challenges, just how good could 2026 be?
\n
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
\nAlthough many airlines are frustrated by supply chain challenges - which we will look at in more detail later - simple economics show that restricted supply leads to higher load factors, higher airfares and ultimately profitability for some.
\nScheduled airline capacity this year is expected to have grown by 1.6% compared to last year and by 4.0% versus 2019.
\nNaturally there are some markets where growth has been strong in the last few years:
\nHowever, some regions like Southeast Asia and the Southwest Pacific are still facing difficulties in their capacity recovery, and markets such as Indonesia continue to be challenged by supply side issues and weak demand.
\nObjectively, capacity discipline is good for airlines and allows those that are well managed to drive profitability, which has to be good for the whole industry. With signs of some improvement on aircraft deliveries, careful capacity growth will be important for the rest of 2025 and into next year.
\nFor many years, airline profitability was cyclical in nature and for most was just something to dream about. However, recently airlines - and indeed many parts of the ecosystem - have become consistently profitable, which is necessary to support future investments - be that new aircraft, environmental improvements or more tailored service offerings. However, what we have noticed is wealthier airlines growing richer, while others continue to struggle.
\nWhile it seems that everyone is expecting a slowdown in the global economy, the first half of the year appears to have been better than many anticipated.
\nWhen evaluating airline profitability, it’s important to look at the industry as a whole, and industry-wide the expected margins for 2025 are no better than interest on a savings account. Obviously, congratulations to the small percentage of well-managed and very profitable airlines but they are indeed a small percentage of all airlines operating. As many of us in the industry have been saying for years, much work must be done to drag the poorest performers forward.
\n
With ongoing tensions in various regions and the market vulnerable to political power plays, the whole aviation sector craves political stability and a calm market where politics are not considered a risk to operations and revenues. It seems, however, that there will always be external influences, and very rarely do they have a positive impact on the industry - but at some point surely things will change for the better?
\nIt seems that every part of the aviation industry is impacted by the supply of required resources.
\nThe supply of new seats, galleys and even overhead storage bins are all delaying the introduction of new aircraft, but perhaps the most important supply chain shortage is the lack of human resources; as skilled pilots, engineers and management leave the industry, resulting in a skills shortage. Overlay that challenge with new airline start-ups offering extremely attractive expatriate packages to buy in the required expertise, and there is a growing crisis which cannot be filled without years of training and on-the-job experience. With shortages of ATC controllers in both Europe and North America the pressures on the industry are very real and are not going to disappear before the end of the decade at the very earliest.
\nSupply issues also extend into available capacity, especially at some major airports around the world. While airports such as Singapore Changi are already in their next development phase, in Europe capacity constraints remain in many airports as a combination of physical and environmental restrictions limit future growth. And while those constraints are great for those airlines with dominant shares of capacity, it does limit competition and growth from new airlines. Whether the third runway at Heathrow will ever be built remains an open question heading into the second half of the year, and even a definite “yes” will see no new capacity before 2035 at the earliest.
\nThe global economy is expected to slow down through the rest of the year, with IATA predicting global GDP to fall to 2.5% compared to the 3.3% of 2024. There are already signs of a softening in demand across some markets, although how much of that is economic conditions or changing consumer sentiment towards certain markets is unclear.
\nDespite the expectations of an economic slowdown, traffic appears to be growing in many markets.
\nFor many airlines, the industry is based around the US dollar, and a weakening of the dollar is good news for all airlines. With the price of oil having been well below last year’s levels (though watch this space), the combination of these two factors provides a significant cost saving for airlines, just as demand may be slipping slightly. Significant cost savings flow straight through to the bottom line and will likely continue through the rest of the year.
\nExperience suggests that airlines can stimulate demand in times of an economic slowdown using price as a major part of their marketing activity. Adjustments in capacity can also be expected, with seasonal service perhaps being dropped earlier and premium capacity switched to stronger markets. While the global economy may slow down in the second half of the year, quarter three is the peak period, and we anticipate demand being stronger than some expect, and that will extend into the shoulder months of September and October. That just leaves two months of possible demand uncertainty.
\nIn conclusion, at the half way stage of the year - despite all the challenges that the industry has faced - we believe that the market has probably performed better than anyone had expected at the beginning of January this year. Cost savings are currently offsetting any softening of demand and lower airfares. While the second half of the year will inevitably see some surprises, it feels as though the industry is well placed to handle any tremors in the global marketplace, and if 2025 is going to be as good as we expect despite the challenges, just how good could 2026 be?
\n
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
","postFeaturedImageIfEnabled":"https://www.oag.com/hubfs/2025%20midway%20blog.jpg","postListContent":"
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
","postListSummaryFeaturedImage":"https://www.oag.com/hubfs/2025%20midway%20blog.jpg","postRssContent":"
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
","postRssSummaryFeaturedImage":"https://www.oag.com/hubfs/2025%20midway%20blog.jpg","postSummary":"
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
","postSummaryRss":"
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
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It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
\nAlthough many airlines are frustrated by supply chain challenges - which we will look at in more detail later - simple economics show that restricted supply leads to higher load factors, higher airfares and ultimately profitability for some.
\nScheduled airline capacity this year is expected to have grown by 1.6% compared to last year and by 4.0% versus 2019.
\nNaturally there are some markets where growth has been strong in the last few years:
\nHowever, some regions like Southeast Asia and the Southwest Pacific are still facing difficulties in their capacity recovery, and markets such as Indonesia continue to be challenged by supply side issues and weak demand.
\nObjectively, capacity discipline is good for airlines and allows those that are well managed to drive profitability, which has to be good for the whole industry. With signs of some improvement on aircraft deliveries, careful capacity growth will be important for the rest of 2025 and into next year.
\nFor many years, airline profitability was cyclical in nature and for most was just something to dream about. However, recently airlines - and indeed many parts of the ecosystem - have become consistently profitable, which is necessary to support future investments - be that new aircraft, environmental improvements or more tailored service offerings. However, what we have noticed is wealthier airlines growing richer, while others continue to struggle.
\nWhile it seems that everyone is expecting a slowdown in the global economy, the first half of the year appears to have been better than many anticipated.
\nWhen evaluating airline profitability, it’s important to look at the industry as a whole, and industry-wide the expected margins for 2025 are no better than interest on a savings account. Obviously, congratulations to the small percentage of well-managed and very profitable airlines but they are indeed a small percentage of all airlines operating. As many of us in the industry have been saying for years, much work must be done to drag the poorest performers forward.
\n
With ongoing tensions in various regions and the market vulnerable to political power plays, the whole aviation sector craves political stability and a calm market where politics are not considered a risk to operations and revenues. It seems, however, that there will always be external influences, and very rarely do they have a positive impact on the industry - but at some point surely things will change for the better?
\nIt seems that every part of the aviation industry is impacted by the supply of required resources.
\nThe supply of new seats, galleys and even overhead storage bins are all delaying the introduction of new aircraft, but perhaps the most important supply chain shortage is the lack of human resources; as skilled pilots, engineers and management leave the industry, resulting in a skills shortage. Overlay that challenge with new airline start-ups offering extremely attractive expatriate packages to buy in the required expertise, and there is a growing crisis which cannot be filled without years of training and on-the-job experience. With shortages of ATC controllers in both Europe and North America the pressures on the industry are very real and are not going to disappear before the end of the decade at the very earliest.
\nSupply issues also extend into available capacity, especially at some major airports around the world. While airports such as Singapore Changi are already in their next development phase, in Europe capacity constraints remain in many airports as a combination of physical and environmental restrictions limit future growth. And while those constraints are great for those airlines with dominant shares of capacity, it does limit competition and growth from new airlines. Whether the third runway at Heathrow will ever be built remains an open question heading into the second half of the year, and even a definite “yes” will see no new capacity before 2035 at the earliest.
\nThe global economy is expected to slow down through the rest of the year, with IATA predicting global GDP to fall to 2.5% compared to the 3.3% of 2024. There are already signs of a softening in demand across some markets, although how much of that is economic conditions or changing consumer sentiment towards certain markets is unclear.
\nDespite the expectations of an economic slowdown, traffic appears to be growing in many markets.
\nFor many airlines, the industry is based around the US dollar, and a weakening of the dollar is good news for all airlines. With the price of oil having been well below last year’s levels (though watch this space), the combination of these two factors provides a significant cost saving for airlines, just as demand may be slipping slightly. Significant cost savings flow straight through to the bottom line and will likely continue through the rest of the year.
\nExperience suggests that airlines can stimulate demand in times of an economic slowdown using price as a major part of their marketing activity. Adjustments in capacity can also be expected, with seasonal service perhaps being dropped earlier and premium capacity switched to stronger markets. While the global economy may slow down in the second half of the year, quarter three is the peak period, and we anticipate demand being stronger than some expect, and that will extend into the shoulder months of September and October. That just leaves two months of possible demand uncertainty.
\nIn conclusion, at the half way stage of the year - despite all the challenges that the industry has faced - we believe that the market has probably performed better than anyone had expected at the beginning of January this year. Cost savings are currently offsetting any softening of demand and lower airfares. While the second half of the year will inevitably see some surprises, it feels as though the industry is well placed to handle any tremors in the global marketplace, and if 2025 is going to be as good as we expect despite the challenges, just how good could 2026 be?
\n
It’s somehow always surprising to reach the mid-point of the year, but we are nearly halfway through 2025. As always, the aviation industry has been moving forward in many ways, so it seems appropriate at “half-term” in 2025 to review progress and perhaps speculate on what’s on the horizon for the aviation industry in the second half of the year.
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and Tariffs: Opportunity or Challenge? | Webinars | OAG","id":191805410184,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"Tourism and Tariffs: Opportunity or Challenge?","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":"","listTemplate":"oag-theme/templates/blog-index.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"keywords":[],"html_title":"Tourism and Tariffs: Opportunity or Challenge? | Webinars | OAG","public_access_rules":[],"public_access_rules_enabled":false,"use_featured_image":true,"tag_ids":[67554932020],"topic_ids":[67554932020],"post_summary":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n","post_body":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\nThe live panel discussed:
\nThe panel began by starting at the top and looking at global growth trends:
\nNext, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n\nIn the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\nWhilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n\nWith 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n\nHaving just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
\n\n\n
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n","rss_body":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\nThe live panel discussed:
\nThe panel began by starting at the top and looking at global growth trends:
\nNext, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n\nIn the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\nWhilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n\nWith 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n\nHaving just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
\n\n\n
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\nThe live panel discussed:
\nThe panel began by starting at the top and looking at global growth trends:
\nNext, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n\nIn the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\nWhilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n\nWith 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n\nHaving just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
\n\n\n
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\nThe live panel discussed:
\nThe panel began by starting at the top and looking at global growth trends:
\nNext, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n\nIn the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\nWhilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n\nWith 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n\nHaving just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
\n\n\n
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
\n\nThe live panel discussed:
\nThe panel began by starting at the top and looking at global growth trends:
\nNext, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n\nIn the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\nWhilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n\nWith 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n\nHaving just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
\n\n\n
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
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\nThe panel began by starting at the top and looking at global growth trends:
\nNext, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n\nIn the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\nWhilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
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\n\n\n
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\nThe panel began by starting at the top and looking at global growth trends:
\nNext, the panel discussed one of the key topics of this month's webinar - tariffs - and began by examining the latest US visitor statistics, which had been published at the end of the previous week. (Preliminary, so subject to change).
\n\n
Oliver gave his thoughts on how much impact tariffs and evolving tariff policies will have on consumers' travel decisions:
\n\nIn the last two months alone the industry has been impacted by a number of geopolitical events, including the escalating tensions between Israel and Iran which resulted in the closure of airspace in a number of neighbouring countries.
\nWhilst the industry navigates unpredictable events such as short-notice airspace closures, and makes decisions about whether to fly to areas where conflict may escalate, what is the lasting impact on consumer sentiment and decisions to fly?
\n\nWith 5 years to go until the end of the decade, a flurry of new 2030 tourism targets have been announced this year. The panel gave their thoughts:
\n\nHaving just spent 7 years leading the research team at Visit Florida, Jacob gave an insightful round-up to summarise the panel discussion:
\n\n\n
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Oliver Martin (Senior Director, Skift Inc) and Jacob Pewitt Yancey (Head of Analytics, Arrivalist) to dive into the latest global tourism trends.
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OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
\n\n
Including:
\nClick through for our aviation infographics of the month (view June 2025's aviation infographics full-size by clicking here), and click on any chart to read the full data analysis.
\n\n\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
\n","enable_google_amp_output_override":false,"generate_json_ld_enabled":true,"composition_id":0,"is_crawlable_by_bots":false,"post_summary":"
Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
\n","post_body":"
Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
\n\n
Including:
\nClick through for our aviation infographics of the month (view June 2025's aviation infographics full-size by clicking here), and click on any chart to read the full data analysis.
\n\n\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
\n\n
Including:
\nClick through for our aviation infographics of the month (view June 2025's aviation infographics full-size by clicking here), and click on any chart to read the full data analysis.
\n\n\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
\n\n
Including:
\nClick through for our aviation infographics of the month (view June 2025's aviation infographics full-size by clicking here), and click on any chart to read the full data analysis.
\n\n\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
","postFeaturedImageIfEnabled":"https://www.oag.com/hubfs/Aviation%20Infographics%20of%20the%20month%20featured%20images%20%281%29.jpg","postListContent":"Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
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\n\n
Including:
\nClick through for our aviation infographics of the month (view June 2025's aviation infographics full-size by clicking here), and click on any chart to read the full data analysis.
\n\n\n
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
Pressed for time but keen to stay informed about the latest in aviation data? OAG’s monthly infographic delivers succinct highlights, offering essential statistics and expert analysis of the aviation industry’s key developments for June 2025.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n","post_body":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Siddharth Narkhede, Head of Airline Analysis at Ishka, to investigate the current operating environment for airlines.
\n\nThe live panel discussed:
\nAs usual, the panel began by starting at the top and looking at global growth trends before moving on to this month's subject matter:
\nNext, the panel examined the current composition of capacity from an aircraft group type perspective, grouping current operations into five categories.
\nNext, the panel looked forward to analyse what is on order as of now, across the same fleet categories:
\nNext, the panel discussed some of the key infrastructure investment challenges emerging, citing ATC as a key example:
\n\n\n\n
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
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\n\nThe live panel discussed:
\nFirst, the panel discussed global growth trends and Africa's capacity and frequency changes:
\nOgaga gave his insights on the global outlook:
\n\nNext, the panel discussed the African carrier landscape. There were some interesting points to explore:
\nNext, the panel discussed business models:
\nWill LCCs ever take off in Africa? Or is a different model needed for success?
\n\n\n\n
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The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":null,"rss_body":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","postSummaryRss":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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\nJohn 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...
\n\n![\"Dave-Ingram-OAG-On-Air-Podcast\"](\"https://www.oag.com/hubfs/Podcast/Dave-Ingram-OAG-On-Air-Podcast.jpg\")
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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\nJohn 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...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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.
\nDuring 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.
\nJohn 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...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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.
\nDuring 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.
\nJohn 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...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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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\nJohn 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...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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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Fasten your seat belt, sit back and tune in!
\nYou 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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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\".
Fasten your seat belt, sit back and tune in!
\nYou 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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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\".
Fasten your seat belt, sit back and tune in!
\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n\n\n
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\nThe 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\".
Fasten your seat belt, sit back and tune in!
\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n\n\n
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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","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"psPbYcKL","previousPostFeaturedImage":"https://www.oag.com/hubfs/Podcast/Featured%20Images/Airline-Catering.jpg","previousPostFeaturedImageAltText":"Airline-Catering","previousPostName":"On Air: in conversation with Dave Ingram from gategroup","previousPostSlug":"podcasts/dave-ingram-gategroup","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1663857000000,"publishDateLocalTime":1663857000000,"publishDateLocalized":{"date":1663857000000,"format":"dd MMMM yyyy","language":null},"publishImmediately":false,"publishTimezoneOffset":null,"publishedAt":1677774204911,"publishedByEmail":null,"publishedById":26004351,"publishedByName":null,"publishedUrl":"https://www.oag.com/podcasts/julian-roberts-pascan","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\nThe 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\".
Fasten your seat belt, sit back and tune in!
\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n\n\n
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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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.
![\"Brent-Hill-Tourism-Fiji\"](\"https://www.oag.com/hubfs/Podcast/Brent-Hill-Tourism-Fiji.jpg\")
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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.
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.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
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.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
![\"OAG-On-Air-Podcast\"](\"https://www.oag.com/hubfs/Podcast/Featured%20Images/OAG-On-Air-Podcast.jpg\")
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!
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!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
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!
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!
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!
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!
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!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
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!
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.
\nDethroning 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.
\nIn 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.
\nWe 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.
\nWith 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","enable_google_amp_output_override":false,"generate_json_ld_enabled":true,"composition_id":0,"is_crawlable_by_bots":false,"post_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","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.
\nDethroning 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.
\nIn 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.
\nWe 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.
\nWith 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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\nDethroning 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.
\nIn 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.
\nWe 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.
\nWith 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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\nDethroning 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.
\nIn 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.
\nWe 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.
\nWith 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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\nDethroning 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.
\nIn 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.
\nWe 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.
\nWith 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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\nDethroning 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.
\nIn 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.
\nWe 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.
\nWith 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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