Keep informed. receive a weekly digest packed full of the latest insights
\n
For investors and financial analysts the preferred measurement is Available Seat Kilometres (ASKs) as it provides a readily understood operating metric and can also be compared to factors such as revenue (RASK) and cost (CASK) per kilometre. In the table below we have compared each of the listed airlines’ transatlantic capacity against their total planned summer network capacity.
\n
\n
Given their name, it’s probably not a great surprise that based on ASKs Virgin Atlantic have the largest share of any airline’s total production allocated to the transatlantic market (37%), but few would have placed Aer Lingus in second spot with 31% of their ASKs on routes to North America.
\n
With British Airways placing 19.7% of their production on the transatlantic and Iberia 9.1%, collectively the three IAG legacy airlines have 17.8% of capacity in the market.
\n
\n
When we purely measure total ASKs in the transatlantic market then the US based carriers with their services to multiple European countries have the largest levels of production. Delta Air Lines and United Airlines produce broadly similar levels of ASKs around the sixty-five billion mark, while American Airlines are back at a mere fifty billion ASKs! Amongst the European carriers British Airways are the largest producer of ASKs followed by Lufthansa whose B747’s provide around one-third of their ASK production.
\n
\n
Measurement By Airline Capacity (Seats)
\n
\n
A simpler measurement and one that perhaps is easier to understand is the number of seats on sale. Compared to ASKs this certainly changes billions into millions!
\n
\n
Once again, Virgin Atlantic heads the table with over one-third of the airline’s capacity operating across the Atlantic (3.3 million seats on sale for the summer season) .
\n
For Aer Lingus the market may account for some 31% of ASKs but only 11% of capacity as their short-haul European network reduces the emphasis.
\n
Indeed, for most airlines listed, measuring dependency on the transatlantic market based on capacity reduces the level of exposure to risk; British Airways moves from a 19.7% ASK score to a 9.0% capacity score while for American Airlines a 8.4% ASK becomes a 2.1% capacity production.
\n
Both Delta Air Lines and United Airlines have close to 10 million seats allocated to the transatlantic market this summer; 50% more than British Airways. They will therefore be watching how the US traveller and dollar exchange rate holds up against the Euro in the coming months.
\n
\n
\n
Ultimately, while production is an important measurement and is watched closely by analysts, the reality is that the combination of costs and revenue will determine results across the Atlantic this summer. Inevitably some airlines are more exposed to the market and will spin that as a positive if they deliver a strong set of results, while those less exposed may focus on the benefits of a diverse geographic network. Come November we will have some idea of how well or badly each airline performed and who the real winners and less fortunate are.
\n
","rss_summary":"
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
","rss_body":"
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
\n
\n
Listening to some airlines, the US domestic market has declined, while international demand remains stable. Some European airlines have noted a softening in the transatlantic market and prices, as we’ve seen in some cases, have fallen. However, bookings from some markets to the USA have increased, as the US dollar has weakened by around 8% against the pound since January, while the Euro has strengthened by 10%. Meanwhile hotels in major US leisure destinations apparently suffering from lower demand, presenting opportunities for deals - although that depends on whether you think a £200 a night hotel room is a bargain or not!
\n
The truth is that no one really has a full handle on what is happening and how the summer will finally shape up, but indications are that with a lower price for oil, a strong outbound US market and a recovery in demand from Europe then the summer will be good - although perhaps not quite as good as last year. However, no one knows for certain and much has been made of how exposed the various airlines are to the ebbs and flows of the transatlantic market, so we’ve taken a few measurements to see where the major carriers stand. Are they exposed or perfectly placed?
\n
Measuring the Transatlantic Market with ASKs
\n
\n
For investors and financial analysts the preferred measurement is Available Seat Kilometres (ASKs) as it provides a readily understood operating metric and can also be compared to factors such as revenue (RASK) and cost (CASK) per kilometre. In the table below we have compared each of the listed airlines’ transatlantic capacity against their total planned summer network capacity.
\n
\n
Given their name, it’s probably not a great surprise that based on ASKs Virgin Atlantic have the largest share of any airline’s total production allocated to the transatlantic market (37%), but few would have placed Aer Lingus in second spot with 31% of their ASKs on routes to North America.
\n
With British Airways placing 19.7% of their production on the transatlantic and Iberia 9.1%, collectively the three IAG legacy airlines have 17.8% of capacity in the market.
\n
\n
When we purely measure total ASKs in the transatlantic market then the US based carriers with their services to multiple European countries have the largest levels of production. Delta Air Lines and United Airlines produce broadly similar levels of ASKs around the sixty-five billion mark, while American Airlines are back at a mere fifty billion ASKs! Amongst the European carriers British Airways are the largest producer of ASKs followed by Lufthansa whose B747’s provide around one-third of their ASK production.
\n
\n
Measurement By Airline Capacity (Seats)
\n
\n
A simpler measurement and one that perhaps is easier to understand is the number of seats on sale. Compared to ASKs this certainly changes billions into millions!
\n
\n
Once again, Virgin Atlantic heads the table with over one-third of the airline’s capacity operating across the Atlantic (3.3 million seats on sale for the summer season) .
\n
For Aer Lingus the market may account for some 31% of ASKs but only 11% of capacity as their short-haul European network reduces the emphasis.
\n
Indeed, for most airlines listed, measuring dependency on the transatlantic market based on capacity reduces the level of exposure to risk; British Airways moves from a 19.7% ASK score to a 9.0% capacity score while for American Airlines a 8.4% ASK becomes a 2.1% capacity production.
\n
Both Delta Air Lines and United Airlines have close to 10 million seats allocated to the transatlantic market this summer; 50% more than British Airways. They will therefore be watching how the US traveller and dollar exchange rate holds up against the Euro in the coming months.
\n
\n
\n
Ultimately, while production is an important measurement and is watched closely by analysts, the reality is that the combination of costs and revenue will determine results across the Atlantic this summer. Inevitably some airlines are more exposed to the market and will spin that as a positive if they deliver a strong set of results, while those less exposed may focus on the benefits of a diverse geographic network. Come November we will have some idea of how well or badly each airline performed and who the real winners and less fortunate are.
\n
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As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
\n
\n
Listening to some airlines, the US domestic market has declined, while international demand remains stable. Some European airlines have noted a softening in the transatlantic market and prices, as we’ve seen in some cases, have fallen. However, bookings from some markets to the USA have increased, as the US dollar has weakened by around 8% against the pound since January, while the Euro has strengthened by 10%. Meanwhile hotels in major US leisure destinations apparently suffering from lower demand, presenting opportunities for deals - although that depends on whether you think a £200 a night hotel room is a bargain or not!
\n
The truth is that no one really has a full handle on what is happening and how the summer will finally shape up, but indications are that with a lower price for oil, a strong outbound US market and a recovery in demand from Europe then the summer will be good - although perhaps not quite as good as last year. However, no one knows for certain and much has been made of how exposed the various airlines are to the ebbs and flows of the transatlantic market, so we’ve taken a few measurements to see where the major carriers stand. Are they exposed or perfectly placed?
\n
Measuring the Transatlantic Market with ASKs
\n
\n
For investors and financial analysts the preferred measurement is Available Seat Kilometres (ASKs) as it provides a readily understood operating metric and can also be compared to factors such as revenue (RASK) and cost (CASK) per kilometre. In the table below we have compared each of the listed airlines’ transatlantic capacity against their total planned summer network capacity.
\n
\n
Given their name, it’s probably not a great surprise that based on ASKs Virgin Atlantic have the largest share of any airline’s total production allocated to the transatlantic market (37%), but few would have placed Aer Lingus in second spot with 31% of their ASKs on routes to North America.
\n
With British Airways placing 19.7% of their production on the transatlantic and Iberia 9.1%, collectively the three IAG legacy airlines have 17.8% of capacity in the market.
\n
\n
When we purely measure total ASKs in the transatlantic market then the US based carriers with their services to multiple European countries have the largest levels of production. Delta Air Lines and United Airlines produce broadly similar levels of ASKs around the sixty-five billion mark, while American Airlines are back at a mere fifty billion ASKs! Amongst the European carriers British Airways are the largest producer of ASKs followed by Lufthansa whose B747’s provide around one-third of their ASK production.
\n
\n
Measurement By Airline Capacity (Seats)
\n
\n
A simpler measurement and one that perhaps is easier to understand is the number of seats on sale. Compared to ASKs this certainly changes billions into millions!
\n
\n
Once again, Virgin Atlantic heads the table with over one-third of the airline’s capacity operating across the Atlantic (3.3 million seats on sale for the summer season) .
\n
For Aer Lingus the market may account for some 31% of ASKs but only 11% of capacity as their short-haul European network reduces the emphasis.
\n
Indeed, for most airlines listed, measuring dependency on the transatlantic market based on capacity reduces the level of exposure to risk; British Airways moves from a 19.7% ASK score to a 9.0% capacity score while for American Airlines a 8.4% ASK becomes a 2.1% capacity production.
\n
Both Delta Air Lines and United Airlines have close to 10 million seats allocated to the transatlantic market this summer; 50% more than British Airways. They will therefore be watching how the US traveller and dollar exchange rate holds up against the Euro in the coming months.
\n
\n
\n
Ultimately, while production is an important measurement and is watched closely by analysts, the reality is that the combination of costs and revenue will determine results across the Atlantic this summer. Inevitably some airlines are more exposed to the market and will spin that as a positive if they deliver a strong set of results, while those less exposed may focus on the benefits of a diverse geographic network. Come November we will have some idea of how well or badly each airline performed and who the real winners and less fortunate are.
\n
","postBodyRss":"
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
\n
\n
Listening to some airlines, the US domestic market has declined, while international demand remains stable. Some European airlines have noted a softening in the transatlantic market and prices, as we’ve seen in some cases, have fallen. However, bookings from some markets to the USA have increased, as the US dollar has weakened by around 8% against the pound since January, while the Euro has strengthened by 10%. Meanwhile hotels in major US leisure destinations apparently suffering from lower demand, presenting opportunities for deals - although that depends on whether you think a £200 a night hotel room is a bargain or not!
\n
The truth is that no one really has a full handle on what is happening and how the summer will finally shape up, but indications are that with a lower price for oil, a strong outbound US market and a recovery in demand from Europe then the summer will be good - although perhaps not quite as good as last year. However, no one knows for certain and much has been made of how exposed the various airlines are to the ebbs and flows of the transatlantic market, so we’ve taken a few measurements to see where the major carriers stand. Are they exposed or perfectly placed?
\n
Measuring the Transatlantic Market with ASKs
\n
\n
For investors and financial analysts the preferred measurement is Available Seat Kilometres (ASKs) as it provides a readily understood operating metric and can also be compared to factors such as revenue (RASK) and cost (CASK) per kilometre. In the table below we have compared each of the listed airlines’ transatlantic capacity against their total planned summer network capacity.
\n
\n
Given their name, it’s probably not a great surprise that based on ASKs Virgin Atlantic have the largest share of any airline’s total production allocated to the transatlantic market (37%), but few would have placed Aer Lingus in second spot with 31% of their ASKs on routes to North America.
\n
With British Airways placing 19.7% of their production on the transatlantic and Iberia 9.1%, collectively the three IAG legacy airlines have 17.8% of capacity in the market.
\n
\n
When we purely measure total ASKs in the transatlantic market then the US based carriers with their services to multiple European countries have the largest levels of production. Delta Air Lines and United Airlines produce broadly similar levels of ASKs around the sixty-five billion mark, while American Airlines are back at a mere fifty billion ASKs! Amongst the European carriers British Airways are the largest producer of ASKs followed by Lufthansa whose B747’s provide around one-third of their ASK production.
\n
\n
Measurement By Airline Capacity (Seats)
\n
\n
A simpler measurement and one that perhaps is easier to understand is the number of seats on sale. Compared to ASKs this certainly changes billions into millions!
\n
\n
Once again, Virgin Atlantic heads the table with over one-third of the airline’s capacity operating across the Atlantic (3.3 million seats on sale for the summer season) .
\n
For Aer Lingus the market may account for some 31% of ASKs but only 11% of capacity as their short-haul European network reduces the emphasis.
\n
Indeed, for most airlines listed, measuring dependency on the transatlantic market based on capacity reduces the level of exposure to risk; British Airways moves from a 19.7% ASK score to a 9.0% capacity score while for American Airlines a 8.4% ASK becomes a 2.1% capacity production.
\n
Both Delta Air Lines and United Airlines have close to 10 million seats allocated to the transatlantic market this summer; 50% more than British Airways. They will therefore be watching how the US traveller and dollar exchange rate holds up against the Euro in the coming months.
\n
\n
\n
Ultimately, while production is an important measurement and is watched closely by analysts, the reality is that the combination of costs and revenue will determine results across the Atlantic this summer. Inevitably some airlines are more exposed to the market and will spin that as a positive if they deliver a strong set of results, while those less exposed may focus on the benefits of a diverse geographic network. Come November we will have some idea of how well or badly each airline performed and who the real winners and less fortunate are.
\n
","postEmailContent":"
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
","postSummaryRss":"
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"XvnyLEiG","previousPostFeaturedImage":"https://www.oag.com/hubfs/May%202025%20radar.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Three Airline-Tech Innovations Raising the AI Bar in May 2025","previousPostSlug":"blog/may-2025s-airline-tech-innovations","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1747142100000,"publishDateLocalTime":1747142100000,"publishDateLocalized":{"date":1747142100000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1747211832496,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/transatlantic-air-travel-demand-this-summer-measure-by-asks-or-seats","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
\n
\n
Listening to some airlines, the US domestic market has declined, while international demand remains stable. Some European airlines have noted a softening in the transatlantic market and prices, as we’ve seen in some cases, have fallen. However, bookings from some markets to the USA have increased, as the US dollar has weakened by around 8% against the pound since January, while the Euro has strengthened by 10%. Meanwhile hotels in major US leisure destinations apparently suffering from lower demand, presenting opportunities for deals - although that depends on whether you think a £200 a night hotel room is a bargain or not!
\n
The truth is that no one really has a full handle on what is happening and how the summer will finally shape up, but indications are that with a lower price for oil, a strong outbound US market and a recovery in demand from Europe then the summer will be good - although perhaps not quite as good as last year. However, no one knows for certain and much has been made of how exposed the various airlines are to the ebbs and flows of the transatlantic market, so we’ve taken a few measurements to see where the major carriers stand. Are they exposed or perfectly placed?
\n
Measuring the Transatlantic Market with ASKs
\n
\n
For investors and financial analysts the preferred measurement is Available Seat Kilometres (ASKs) as it provides a readily understood operating metric and can also be compared to factors such as revenue (RASK) and cost (CASK) per kilometre. In the table below we have compared each of the listed airlines’ transatlantic capacity against their total planned summer network capacity.
\n
\n
Given their name, it’s probably not a great surprise that based on ASKs Virgin Atlantic have the largest share of any airline’s total production allocated to the transatlantic market (37%), but few would have placed Aer Lingus in second spot with 31% of their ASKs on routes to North America.
\n
With British Airways placing 19.7% of their production on the transatlantic and Iberia 9.1%, collectively the three IAG legacy airlines have 17.8% of capacity in the market.
\n
\n
When we purely measure total ASKs in the transatlantic market then the US based carriers with their services to multiple European countries have the largest levels of production. Delta Air Lines and United Airlines produce broadly similar levels of ASKs around the sixty-five billion mark, while American Airlines are back at a mere fifty billion ASKs! Amongst the European carriers British Airways are the largest producer of ASKs followed by Lufthansa whose B747’s provide around one-third of their ASK production.
\n
\n
Measurement By Airline Capacity (Seats)
\n
\n
A simpler measurement and one that perhaps is easier to understand is the number of seats on sale. Compared to ASKs this certainly changes billions into millions!
\n
\n
Once again, Virgin Atlantic heads the table with over one-third of the airline’s capacity operating across the Atlantic (3.3 million seats on sale for the summer season) .
\n
For Aer Lingus the market may account for some 31% of ASKs but only 11% of capacity as their short-haul European network reduces the emphasis.
\n
Indeed, for most airlines listed, measuring dependency on the transatlantic market based on capacity reduces the level of exposure to risk; British Airways moves from a 19.7% ASK score to a 9.0% capacity score while for American Airlines a 8.4% ASK becomes a 2.1% capacity production.
\n
Both Delta Air Lines and United Airlines have close to 10 million seats allocated to the transatlantic market this summer; 50% more than British Airways. They will therefore be watching how the US traveller and dollar exchange rate holds up against the Euro in the coming months.
\n
\n
\n
Ultimately, while production is an important measurement and is watched closely by analysts, the reality is that the combination of costs and revenue will determine results across the Atlantic this summer. Inevitably some airlines are more exposed to the market and will spin that as a positive if they deliver a strong set of results, while those less exposed may focus on the benefits of a diverse geographic network. Come November we will have some idea of how well or badly each airline performed and who the real winners and less fortunate are.
\n
","rssSummary":"
As most legacy airlines have reported their first-quarter 2025 results, there is some confusion about how any slowdown in the global economy is affecting passenger demand for air travel.
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Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
","post_body":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
\n
Europe’s 10 Most Popular Summer Flights
\n
This list details the international flights to, from and within Europe with the most scheduled capacity for summer.
This summer, the top route in Europe is Rome (FCO)-Madrid (MAD), with 1.32M seats. Madrid features twice in this top ten list, as does Barcelona. A total of five of Europe’s busiest routes start or end in Spain.
\n
Nine of the top ten international routes for summer operate totally within Europe. The only route on the list that goes outside the continent is also the only long-haul flight featured, New York (JFK) – London Heathrow (LHR), in fifth place with 1.23 million seats scheduled.
\n
Though we typically think of the sunnier climes of Rome, Barcelona, Lisbon and Istanbul when we consider European hotspots, two key Scandinavian trunk routes feature in the top ten. Copenhagen (CPH) to Oslo (OSL) has 1.27M seats scheduled, making it the third busiest route, and Stockholm (ARN) – Copenhagen (CPH) makes it onto the list in tenth place with 1.17M.
\n
\n
\n
\n
\n
Have AirFares increased on Europe's Busiest Routes?
\n
\n
Airfares have increased on most of Europe's busiest airline routes between summer 2024 and summer 2025. The biggest increase (37%) has been on the Ercan - Istanbul Sabiha Gokcen route. Three routes have seen a price reduction: Copenhagen - Oslo, Rome - Madrid and Dusseldorf - Palma. DUS-PMI is the top ten route with the biggest reduction in airfares, with the average lowest economy fare having decreased by a quarter this summer compared to last.
\n
It’s easy to keep track of the European aviation market with our dedicated data dashboard, which is updated monthly. Click through to discover the continent’s busiest airports, top country markets, biggest airlines and more.
\n
\n
","rss_summary":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
","rss_body":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
\n
Europe’s 10 Most Popular Summer Flights
\n
This list details the international flights to, from and within Europe with the most scheduled capacity for summer.
This summer, the top route in Europe is Rome (FCO)-Madrid (MAD), with 1.32M seats. Madrid features twice in this top ten list, as does Barcelona. A total of five of Europe’s busiest routes start or end in Spain.
\n
Nine of the top ten international routes for summer operate totally within Europe. The only route on the list that goes outside the continent is also the only long-haul flight featured, New York (JFK) – London Heathrow (LHR), in fifth place with 1.23 million seats scheduled.
\n
Though we typically think of the sunnier climes of Rome, Barcelona, Lisbon and Istanbul when we consider European hotspots, two key Scandinavian trunk routes feature in the top ten. Copenhagen (CPH) to Oslo (OSL) has 1.27M seats scheduled, making it the third busiest route, and Stockholm (ARN) – Copenhagen (CPH) makes it onto the list in tenth place with 1.17M.
\n
\n
\n
\n
\n
Have AirFares increased on Europe's Busiest Routes?
\n
\n
Airfares have increased on most of Europe's busiest airline routes between summer 2024 and summer 2025. The biggest increase (37%) has been on the Ercan - Istanbul Sabiha Gokcen route. Three routes have seen a price reduction: Copenhagen - Oslo, Rome - Madrid and Dusseldorf - Palma. DUS-PMI is the top ten route with the biggest reduction in airfares, with the average lowest economy fare having decreased by a quarter this summer compared to last.
\n
It’s easy to keep track of the European aviation market with our dedicated data dashboard, which is updated monthly. Click through to discover the continent’s busiest airports, top country markets, biggest airlines and more.
\n
\n
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Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
\n
Europe’s 10 Most Popular Summer Flights
\n
This list details the international flights to, from and within Europe with the most scheduled capacity for summer.
This summer, the top route in Europe is Rome (FCO)-Madrid (MAD), with 1.32M seats. Madrid features twice in this top ten list, as does Barcelona. A total of five of Europe’s busiest routes start or end in Spain.
\n
Nine of the top ten international routes for summer operate totally within Europe. The only route on the list that goes outside the continent is also the only long-haul flight featured, New York (JFK) – London Heathrow (LHR), in fifth place with 1.23 million seats scheduled.
\n
Though we typically think of the sunnier climes of Rome, Barcelona, Lisbon and Istanbul when we consider European hotspots, two key Scandinavian trunk routes feature in the top ten. Copenhagen (CPH) to Oslo (OSL) has 1.27M seats scheduled, making it the third busiest route, and Stockholm (ARN) – Copenhagen (CPH) makes it onto the list in tenth place with 1.17M.
\n
\n
\n
\n
\n
Have AirFares increased on Europe's Busiest Routes?
\n
\n
Airfares have increased on most of Europe's busiest airline routes between summer 2024 and summer 2025. The biggest increase (37%) has been on the Ercan - Istanbul Sabiha Gokcen route. Three routes have seen a price reduction: Copenhagen - Oslo, Rome - Madrid and Dusseldorf - Palma. DUS-PMI is the top ten route with the biggest reduction in airfares, with the average lowest economy fare having decreased by a quarter this summer compared to last.
\n
It’s easy to keep track of the European aviation market with our dedicated data dashboard, which is updated monthly. Click through to discover the continent’s busiest airports, top country markets, biggest airlines and more.
\n
\n
","postBodyRss":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
\n
Europe’s 10 Most Popular Summer Flights
\n
This list details the international flights to, from and within Europe with the most scheduled capacity for summer.
This summer, the top route in Europe is Rome (FCO)-Madrid (MAD), with 1.32M seats. Madrid features twice in this top ten list, as does Barcelona. A total of five of Europe’s busiest routes start or end in Spain.
\n
Nine of the top ten international routes for summer operate totally within Europe. The only route on the list that goes outside the continent is also the only long-haul flight featured, New York (JFK) – London Heathrow (LHR), in fifth place with 1.23 million seats scheduled.
\n
Though we typically think of the sunnier climes of Rome, Barcelona, Lisbon and Istanbul when we consider European hotspots, two key Scandinavian trunk routes feature in the top ten. Copenhagen (CPH) to Oslo (OSL) has 1.27M seats scheduled, making it the third busiest route, and Stockholm (ARN) – Copenhagen (CPH) makes it onto the list in tenth place with 1.17M.
\n
\n
\n
\n
\n
Have AirFares increased on Europe's Busiest Routes?
\n
\n
Airfares have increased on most of Europe's busiest airline routes between summer 2024 and summer 2025. The biggest increase (37%) has been on the Ercan - Istanbul Sabiha Gokcen route. Three routes have seen a price reduction: Copenhagen - Oslo, Rome - Madrid and Dusseldorf - Palma. DUS-PMI is the top ten route with the biggest reduction in airfares, with the average lowest economy fare having decreased by a quarter this summer compared to last.
\n
It’s easy to keep track of the European aviation market with our dedicated data dashboard, which is updated monthly. Click through to discover the continent’s busiest airports, top country markets, biggest airlines and more.
\n
\n
","postEmailContent":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
","postSummaryRss":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"UkFywqaf","previousPostFeaturedImage":"https://www.oag.com/hubfs/Transatlantic%20ASKs%20or.jpg","previousPostFeaturedImageAltText":"Transatlantic Aviation Market Measuring by ASKs or Seats","previousPostName":"Transatlantic Air Travel Demand This Summer: Measure by ASKs or Seats?","previousPostSlug":"blog/transatlantic-air-travel-demand-this-summer-measure-by-asks-or-seats","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1746779400000,"publishDateLocalTime":1746779400000,"publishDateLocalized":{"date":1746779400000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":false,"publishTimezoneOffset":null,"publishedAt":1746779400886,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/europes-most-popular-flight-routes-for-summer","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
\n
Europe’s 10 Most Popular Summer Flights
\n
This list details the international flights to, from and within Europe with the most scheduled capacity for summer.
This summer, the top route in Europe is Rome (FCO)-Madrid (MAD), with 1.32M seats. Madrid features twice in this top ten list, as does Barcelona. A total of five of Europe’s busiest routes start or end in Spain.
\n
Nine of the top ten international routes for summer operate totally within Europe. The only route on the list that goes outside the continent is also the only long-haul flight featured, New York (JFK) – London Heathrow (LHR), in fifth place with 1.23 million seats scheduled.
\n
Though we typically think of the sunnier climes of Rome, Barcelona, Lisbon and Istanbul when we consider European hotspots, two key Scandinavian trunk routes feature in the top ten. Copenhagen (CPH) to Oslo (OSL) has 1.27M seats scheduled, making it the third busiest route, and Stockholm (ARN) – Copenhagen (CPH) makes it onto the list in tenth place with 1.17M.
\n
\n
\n
\n
\n
Have AirFares increased on Europe's Busiest Routes?
\n
\n
Airfares have increased on most of Europe's busiest airline routes between summer 2024 and summer 2025. The biggest increase (37%) has been on the Ercan - Istanbul Sabiha Gokcen route. Three routes have seen a price reduction: Copenhagen - Oslo, Rome - Madrid and Dusseldorf - Palma. DUS-PMI is the top ten route with the biggest reduction in airfares, with the average lowest economy fare having decreased by a quarter this summer compared to last.
\n
It’s easy to keep track of the European aviation market with our dedicated data dashboard, which is updated monthly. Click through to discover the continent’s busiest airports, top country markets, biggest airlines and more.
\n
\n
","rssSummary":"
Where are the hotspots for international European travel this summer? Let’s explore the top ten flight routes in Europe based on seats scheduled for the summer air travel season (March 30th-October 25th 2025).
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n","post_body":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
","rss_summary":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n","rss_body":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
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The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
","postBodyRss":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
","postEmailContent":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n","postSummaryRss":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"sdshTgEW","previousPostFeaturedImage":"https://www.oag.com/hubfs/Europes%20Most%20Popular%20Flights%20Featured%20Image.jpg","previousPostFeaturedImageAltText":"Europe's Most Popular Flights Summer 25","previousPostName":"Europe’s Most Popular Flight Routes for Summer","previousPostSlug":"blog/europes-most-popular-flight-routes-for-summer","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1746612000000,"publishDateLocalTime":1746612000000,"publishDateLocalized":{"date":1746612000000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":false,"publishTimezoneOffset":null,"publishedAt":1746612000757,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/q1-2025-results-transatlantic-travel-holds-steady","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
","rssSummary":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
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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.
\n","post_body":"
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.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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.
\n","rss_body":"
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.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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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.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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.
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.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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.
\n","postSummaryRss":"
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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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.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
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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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","post_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\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While 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:
\n
\n
Despite 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
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As 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
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","rss_summary":"
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","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\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While 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:
\n
\n
Despite 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
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As 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
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
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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\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While 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:
\n
\n
Despite 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
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As 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
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postBodyRss":"
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\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While 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:
\n
\n
Despite 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
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As 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
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postEmailContent":"
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\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While 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:
\n
\n
Despite 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
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As 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
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
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:
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\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While 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:
\n
\n
Despite 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
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As 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
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
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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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\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While 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:
\n
\n
Despite 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
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As 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
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
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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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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
","rss_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
","post_body":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","rss_summary":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
","rss_body":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
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Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postBodyRss":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postEmailContent":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n","postSummaryRss":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","rssSummary":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
\n","post_body":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
\n","rss_body":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
\n
\n
\n
","postBodyRss":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n\n
Recommended:
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","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
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Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Fasten your seat belt, sit back and tune in!
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Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postBodyRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postEmailContent":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","postSummaryRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
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In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
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With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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