Despite such growth, there’s still an appetite for more and the demand for LCC services shows no sign of slowing down. In just one example, one million new workers enter the Indian job market each month and large proportions of those workers are seeking overseas employment in surrounding locations such as the UAE and Saudi Arabia. LCCs have traditionally composed their fleets with narrow-bodied aircraft, but to meet that future demand and perhaps develop new markets, deploying fleets of wide-bodied aircraft may be a way forward; at least Indigo, flydubai, flyadeal and flynas all think so, although their identified markets may be slightly different.
\nWith flyadeal announcing an order for ten A330-900s and flynas with an order for fifteen A330s from 2027 onwards, the two carriers are clearly aligning their expectations with the wider Saudi Vision 2030 project and two markets will be attracting much of that interest:
\nFor flydubai, their hybrid position and connectivity with Emirates allows them to enter established markets with complementary services while also developing their own markets. Their first B787s are scheduled for delivery in 2027 (that may stretch to 2028 given current production issues), but the airline is already testing markets with long-haul sectors. Flights to Penang (2,483 Nautical Miles) and Krabi (2,696 Nautical Miles) currently operate with B737-Max aircraft, but ultimately are perhaps better suited to those new B787s. Other markets in South East Asia would seem obvious developments - Kuala Lumpur and Bangkok for instance - while Africa and CIS (Commonwealth of Independent States) markets may offer some lucrative destinations, especially if cargo contributions can be developed.
\nCapitalising on one of the fastest growing markets in the world, IndiGo’s venture into wide-bodied services is nearly here a year earlier than expected, with the launch of Manchester and Amsterdam services using wet leased Norse Atlantic aircraft joining existing services to Istanbul and Bangkok. For IndiGo there is an abundance of potential markets throughout Europe, the Middle East and South East Asia. Even one-stop LCC connectivity from Europe to Australia could perhaps happen.
\nWith the arrival of each airline’s wide-bodied fleets comes not just network opportunities but potential premium cabins and higher margins from that little bit of extra leg room and luggage allowance. flydubai already have a hybrid business class that works well, IndiGo has a “stretch” and flynas has a premium product already on offer. Selling some 30 seats each flight with a 50%+ mark up on the economy fares will certainly make the economics of wide-bodied services more attractive to all the airlines. Who knows, frequent traveller programmes or even a degree of interline connectivity may be possible by 2027.
\nAll of which suggests that finally by 2027 there really will be a successful and growing market for low-cost, long-haul wide-bodied services and after all the previous attempts there may be a long-term demand for such services. But of course, only time will tell and as always in aviation external factors can change a market overnight!
\n
","rss_summary":"
The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck.
","rss_body":"The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck. The latest attempt using an A380 to test the market may succeed but with high operating costs, the jury is certainly out on that one. But seemingly from nowhere, there has been a new development that may just be the right home and sweet spot for long-haul, low-cost services and it’s an interesting evolution of existing airlines.
\n
The Middle East and Indian markets have become a hot spot for low-cost airlines, with a combination of independent carriers such as IndiGo and Air Arabia thriving alongside the subsidiary carriers of legacy airline groupings such as flydubai, flyadeal and Air India Express. Much of the development and expansion has been around narrow-bodied services; record aircraft orders from airlines capitalising on the combination of emergent markets, increased disposable income and relaxations in entry requirements to some countries. The growth in low-cost flights can be seen in the chart below which tracks growth since 2010 and highlights, on an indexed basis, how strong growth has been. India and Saudi Arabia will see over eight times as many flights this year as in 2010. In fact, each of the markets highlighted has at least doubled in the levels of low-cost frequency offered, with a five-fold average increase across the six markets.
\nDespite such growth, there’s still an appetite for more and the demand for LCC services shows no sign of slowing down. In just one example, one million new workers enter the Indian job market each month and large proportions of those workers are seeking overseas employment in surrounding locations such as the UAE and Saudi Arabia. LCCs have traditionally composed their fleets with narrow-bodied aircraft, but to meet that future demand and perhaps develop new markets, deploying fleets of wide-bodied aircraft may be a way forward; at least Indigo, flydubai, flyadeal and flynas all think so, although their identified markets may be slightly different.
\nWith flyadeal announcing an order for ten A330-900s and flynas with an order for fifteen A330s from 2027 onwards, the two carriers are clearly aligning their expectations with the wider Saudi Vision 2030 project and two markets will be attracting much of that interest:
\nFor flydubai, their hybrid position and connectivity with Emirates allows them to enter established markets with complementary services while also developing their own markets. Their first B787s are scheduled for delivery in 2027 (that may stretch to 2028 given current production issues), but the airline is already testing markets with long-haul sectors. Flights to Penang (2,483 Nautical Miles) and Krabi (2,696 Nautical Miles) currently operate with B737-Max aircraft, but ultimately are perhaps better suited to those new B787s. Other markets in South East Asia would seem obvious developments - Kuala Lumpur and Bangkok for instance - while Africa and CIS (Commonwealth of Independent States) markets may offer some lucrative destinations, especially if cargo contributions can be developed.
\nCapitalising on one of the fastest growing markets in the world, IndiGo’s venture into wide-bodied services is nearly here a year earlier than expected, with the launch of Manchester and Amsterdam services using wet leased Norse Atlantic aircraft joining existing services to Istanbul and Bangkok. For IndiGo there is an abundance of potential markets throughout Europe, the Middle East and South East Asia. Even one-stop LCC connectivity from Europe to Australia could perhaps happen.
\nWith the arrival of each airline’s wide-bodied fleets comes not just network opportunities but potential premium cabins and higher margins from that little bit of extra leg room and luggage allowance. flydubai already have a hybrid business class that works well, IndiGo has a “stretch” and flynas has a premium product already on offer. Selling some 30 seats each flight with a 50%+ mark up on the economy fares will certainly make the economics of wide-bodied services more attractive to all the airlines. Who knows, frequent traveller programmes or even a degree of interline connectivity may be possible by 2027.
\nAll of which suggests that finally by 2027 there really will be a successful and growing market for low-cost, long-haul wide-bodied services and after all the previous attempts there may be a long-term demand for such services. But of course, only time will tell and as always in aviation external factors can change a market overnight!
\n
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The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck. The latest attempt using an A380 to test the market may succeed but with high operating costs, the jury is certainly out on that one. But seemingly from nowhere, there has been a new development that may just be the right home and sweet spot for long-haul, low-cost services and it’s an interesting evolution of existing airlines.
\n
The Middle East and Indian markets have become a hot spot for low-cost airlines, with a combination of independent carriers such as IndiGo and Air Arabia thriving alongside the subsidiary carriers of legacy airline groupings such as flydubai, flyadeal and Air India Express. Much of the development and expansion has been around narrow-bodied services; record aircraft orders from airlines capitalising on the combination of emergent markets, increased disposable income and relaxations in entry requirements to some countries. The growth in low-cost flights can be seen in the chart below which tracks growth since 2010 and highlights, on an indexed basis, how strong growth has been. India and Saudi Arabia will see over eight times as many flights this year as in 2010. In fact, each of the markets highlighted has at least doubled in the levels of low-cost frequency offered, with a five-fold average increase across the six markets.
\nDespite such growth, there’s still an appetite for more and the demand for LCC services shows no sign of slowing down. In just one example, one million new workers enter the Indian job market each month and large proportions of those workers are seeking overseas employment in surrounding locations such as the UAE and Saudi Arabia. LCCs have traditionally composed their fleets with narrow-bodied aircraft, but to meet that future demand and perhaps develop new markets, deploying fleets of wide-bodied aircraft may be a way forward; at least Indigo, flydubai, flyadeal and flynas all think so, although their identified markets may be slightly different.
\nWith flyadeal announcing an order for ten A330-900s and flynas with an order for fifteen A330s from 2027 onwards, the two carriers are clearly aligning their expectations with the wider Saudi Vision 2030 project and two markets will be attracting much of that interest:
\nFor flydubai, their hybrid position and connectivity with Emirates allows them to enter established markets with complementary services while also developing their own markets. Their first B787s are scheduled for delivery in 2027 (that may stretch to 2028 given current production issues), but the airline is already testing markets with long-haul sectors. Flights to Penang (2,483 Nautical Miles) and Krabi (2,696 Nautical Miles) currently operate with B737-Max aircraft, but ultimately are perhaps better suited to those new B787s. Other markets in South East Asia would seem obvious developments - Kuala Lumpur and Bangkok for instance - while Africa and CIS (Commonwealth of Independent States) markets may offer some lucrative destinations, especially if cargo contributions can be developed.
\nCapitalising on one of the fastest growing markets in the world, IndiGo’s venture into wide-bodied services is nearly here a year earlier than expected, with the launch of Manchester and Amsterdam services using wet leased Norse Atlantic aircraft joining existing services to Istanbul and Bangkok. For IndiGo there is an abundance of potential markets throughout Europe, the Middle East and South East Asia. Even one-stop LCC connectivity from Europe to Australia could perhaps happen.
\nWith the arrival of each airline’s wide-bodied fleets comes not just network opportunities but potential premium cabins and higher margins from that little bit of extra leg room and luggage allowance. flydubai already have a hybrid business class that works well, IndiGo has a “stretch” and flynas has a premium product already on offer. Selling some 30 seats each flight with a 50%+ mark up on the economy fares will certainly make the economics of wide-bodied services more attractive to all the airlines. Who knows, frequent traveller programmes or even a degree of interline connectivity may be possible by 2027.
\nAll of which suggests that finally by 2027 there really will be a successful and growing market for low-cost, long-haul wide-bodied services and after all the previous attempts there may be a long-term demand for such services. But of course, only time will tell and as always in aviation external factors can change a market overnight!
\n
","postBodyRss":"
The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck. The latest attempt using an A380 to test the market may succeed but with high operating costs, the jury is certainly out on that one. But seemingly from nowhere, there has been a new development that may just be the right home and sweet spot for long-haul, low-cost services and it’s an interesting evolution of existing airlines.
\n
The Middle East and Indian markets have become a hot spot for low-cost airlines, with a combination of independent carriers such as IndiGo and Air Arabia thriving alongside the subsidiary carriers of legacy airline groupings such as flydubai, flyadeal and Air India Express. Much of the development and expansion has been around narrow-bodied services; record aircraft orders from airlines capitalising on the combination of emergent markets, increased disposable income and relaxations in entry requirements to some countries. The growth in low-cost flights can be seen in the chart below which tracks growth since 2010 and highlights, on an indexed basis, how strong growth has been. India and Saudi Arabia will see over eight times as many flights this year as in 2010. In fact, each of the markets highlighted has at least doubled in the levels of low-cost frequency offered, with a five-fold average increase across the six markets.
\nDespite such growth, there’s still an appetite for more and the demand for LCC services shows no sign of slowing down. In just one example, one million new workers enter the Indian job market each month and large proportions of those workers are seeking overseas employment in surrounding locations such as the UAE and Saudi Arabia. LCCs have traditionally composed their fleets with narrow-bodied aircraft, but to meet that future demand and perhaps develop new markets, deploying fleets of wide-bodied aircraft may be a way forward; at least Indigo, flydubai, flyadeal and flynas all think so, although their identified markets may be slightly different.
\nWith flyadeal announcing an order for ten A330-900s and flynas with an order for fifteen A330s from 2027 onwards, the two carriers are clearly aligning their expectations with the wider Saudi Vision 2030 project and two markets will be attracting much of that interest:
\nFor flydubai, their hybrid position and connectivity with Emirates allows them to enter established markets with complementary services while also developing their own markets. Their first B787s are scheduled for delivery in 2027 (that may stretch to 2028 given current production issues), but the airline is already testing markets with long-haul sectors. Flights to Penang (2,483 Nautical Miles) and Krabi (2,696 Nautical Miles) currently operate with B737-Max aircraft, but ultimately are perhaps better suited to those new B787s. Other markets in South East Asia would seem obvious developments - Kuala Lumpur and Bangkok for instance - while Africa and CIS (Commonwealth of Independent States) markets may offer some lucrative destinations, especially if cargo contributions can be developed.
\nCapitalising on one of the fastest growing markets in the world, IndiGo’s venture into wide-bodied services is nearly here a year earlier than expected, with the launch of Manchester and Amsterdam services using wet leased Norse Atlantic aircraft joining existing services to Istanbul and Bangkok. For IndiGo there is an abundance of potential markets throughout Europe, the Middle East and South East Asia. Even one-stop LCC connectivity from Europe to Australia could perhaps happen.
\nWith the arrival of each airline’s wide-bodied fleets comes not just network opportunities but potential premium cabins and higher margins from that little bit of extra leg room and luggage allowance. flydubai already have a hybrid business class that works well, IndiGo has a “stretch” and flynas has a premium product already on offer. Selling some 30 seats each flight with a 50%+ mark up on the economy fares will certainly make the economics of wide-bodied services more attractive to all the airlines. Who knows, frequent traveller programmes or even a degree of interline connectivity may be possible by 2027.
\nAll of which suggests that finally by 2027 there really will be a successful and growing market for low-cost, long-haul wide-bodied services and after all the previous attempts there may be a long-term demand for such services. But of course, only time will tell and as always in aviation external factors can change a market overnight!
\n
","postEmailContent":"
The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck.
","postFeaturedImageIfEnabled":"https://www.oag.com/hubfs/Flynas%20A330.jpg","postListContent":"The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck.
","postListSummaryFeaturedImage":"https://www.oag.com/hubfs/Flynas%20A330.jpg","postRssContent":"The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck.
","postRssSummaryFeaturedImage":"https://www.oag.com/hubfs/Flynas%20A330.jpg","postSummary":"The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck.
","postSummaryRss":"The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"KTNuWlAA","previousPostFeaturedImage":"https://www.oag.com/hubfs/Aviation%20Infographics%20of%20the%20month%20featured%20images.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Aviation Infographics of the Month April 2025","previousPostSlug":"blog/aviation-news-infographics-april-2025","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1745838804000,"publishDateLocalTime":1745838804000,"publishDateLocalized":{"date":1745838804000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":true,"publishTimezoneOffset":null,"publishedAt":1745840202254,"publishedByEmail":null,"publishedById":47234281,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/middle-east-india-could-unlock-long-haul-low-cost-potential","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck. The latest attempt using an A380 to test the market may succeed but with high operating costs, the jury is certainly out on that one. But seemingly from nowhere, there has been a new development that may just be the right home and sweet spot for long-haul, low-cost services and it’s an interesting evolution of existing airlines.
\n
The Middle East and Indian markets have become a hot spot for low-cost airlines, with a combination of independent carriers such as IndiGo and Air Arabia thriving alongside the subsidiary carriers of legacy airline groupings such as flydubai, flyadeal and Air India Express. Much of the development and expansion has been around narrow-bodied services; record aircraft orders from airlines capitalising on the combination of emergent markets, increased disposable income and relaxations in entry requirements to some countries. The growth in low-cost flights can be seen in the chart below which tracks growth since 2010 and highlights, on an indexed basis, how strong growth has been. India and Saudi Arabia will see over eight times as many flights this year as in 2010. In fact, each of the markets highlighted has at least doubled in the levels of low-cost frequency offered, with a five-fold average increase across the six markets.
\nDespite such growth, there’s still an appetite for more and the demand for LCC services shows no sign of slowing down. In just one example, one million new workers enter the Indian job market each month and large proportions of those workers are seeking overseas employment in surrounding locations such as the UAE and Saudi Arabia. LCCs have traditionally composed their fleets with narrow-bodied aircraft, but to meet that future demand and perhaps develop new markets, deploying fleets of wide-bodied aircraft may be a way forward; at least Indigo, flydubai, flyadeal and flynas all think so, although their identified markets may be slightly different.
\nWith flyadeal announcing an order for ten A330-900s and flynas with an order for fifteen A330s from 2027 onwards, the two carriers are clearly aligning their expectations with the wider Saudi Vision 2030 project and two markets will be attracting much of that interest:
\nFor flydubai, their hybrid position and connectivity with Emirates allows them to enter established markets with complementary services while also developing their own markets. Their first B787s are scheduled for delivery in 2027 (that may stretch to 2028 given current production issues), but the airline is already testing markets with long-haul sectors. Flights to Penang (2,483 Nautical Miles) and Krabi (2,696 Nautical Miles) currently operate with B737-Max aircraft, but ultimately are perhaps better suited to those new B787s. Other markets in South East Asia would seem obvious developments - Kuala Lumpur and Bangkok for instance - while Africa and CIS (Commonwealth of Independent States) markets may offer some lucrative destinations, especially if cargo contributions can be developed.
\nCapitalising on one of the fastest growing markets in the world, IndiGo’s venture into wide-bodied services is nearly here a year earlier than expected, with the launch of Manchester and Amsterdam services using wet leased Norse Atlantic aircraft joining existing services to Istanbul and Bangkok. For IndiGo there is an abundance of potential markets throughout Europe, the Middle East and South East Asia. Even one-stop LCC connectivity from Europe to Australia could perhaps happen.
\nWith the arrival of each airline’s wide-bodied fleets comes not just network opportunities but potential premium cabins and higher margins from that little bit of extra leg room and luggage allowance. flydubai already have a hybrid business class that works well, IndiGo has a “stretch” and flynas has a premium product already on offer. Selling some 30 seats each flight with a 50%+ mark up on the economy fares will certainly make the economics of wide-bodied services more attractive to all the airlines. Who knows, frequent traveller programmes or even a degree of interline connectivity may be possible by 2027.
\nAll of which suggests that finally by 2027 there really will be a successful and growing market for low-cost, long-haul wide-bodied services and after all the previous attempts there may be a long-term demand for such services. But of course, only time will tell and as always in aviation external factors can change a market overnight!
\n
","rssSummary":"
The concept of long-haul low-cost airlines has been around for decades and in all its various shapes and forms, the one thing we can all agree on is that survival is a challenge! Low-cost airlines in the long-haul market face legacy carrier competition, challenges of seasonality and changes in consumer fashion. Despite those challenges, there are always new entrants ready to step up to the plate and try their luck.
","rssSummaryFeaturedImage":"https://www.oag.com/hubfs/Flynas%20A330.jpg","scheduledUpdateDate":0,"screenshotPreviewTakenAt":1745840203371,"screenshotPreviewUrl":"https://cdn1.hubspot.net/hubshotv3/prod/e/0/d21b8f12-375d-44ad-9e29-41764809595f.png","sections":{},"securityState":"NONE","siteId":null,"slug":"blog/middle-east-india-could-unlock-long-haul-low-cost-potential","stagedFrom":null,"state":"PUBLISHED","stateWhenDeleted":null,"structuredContentPageType":null,"structuredContentType":null,"styleOverrideId":null,"subcategory":"normal_blog_post","syncedWithBlogRoot":true,"tagIds":[66382214546],"tagList":[{"categoryId":3,"cdnPurgeEmbargoTime":null,"contentIds":[],"cosObjectType":"TAG","created":1644988033691,"deletedAt":0,"description":"","id":66382214546,"label":"Aviation Market Analysis","language":null,"name":"Aviation Market Analysis","portalId":490937,"slug":"aviation-market-analysis","translatedFromId":null,"translations":{},"updated":1645441799987}],"tagNames":["Aviation Market 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and India Revisit Air Travel Ties | Aviation Market Analysis | OAG","id":189234387005,"includeDefaultCustomCss":null,"isCaptchaRequired":false,"isCrawlableByBots":false,"isDraft":false,"isInstanceLayoutPage":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"Aviation Reboot: China and India Revisit Air Travel Ties","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":"","listTemplate":"generated_layouts/66381677173.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"html_title":"China and India Revisit Air Travel Ties | Aviation Market Analysis | OAG","public_access_rules":[],"public_access_rules_enabled":false,"post_summary":"China and India have recently begun discussions on restarting direct air services between the two countries.
\n","post_body":"China and India have recently begun discussions on restarting direct air services between the two countries.
\nThese services have been on hold since 2020 due to a combination of the pandemic and a series of border incidents. It might be coincidence that talks are being held now, or a mutually convenient development for both parties. The opportunities for services between two of the largest aviation markets in the world are obvious, but it raises the question of how any new arrangement will differ from 2020 when Chinese airlines dominated the market.
\n
Historically, China and India have had some of the most restrictive air service agreements. However, in recent years, both countries have been relaxing their attitudes because of commercial necessity. Nevertheless, it would be fair to say that the potential of such a market relative to the levels of frequency operated have never been fully recognised.
\nPeaking in 2019 there were some 2,588 scheduled flights a year between the two countries: averaging seven one-way flights a day. Delhi was the focal point for services from Shanghai and Guangzhou with China Southern and Eastern the two dominant airlines operating two daily flights between the countries.
\n\n
Chinese airlines dominated the market, in part because of the historic “five and twenty” rule of the Indian authorities that essentially prevented any airline aside from Air India operation; who unfortunately for many years had been struggling to survive yet alone capitalise on new emergent market opportunities such as China offered. With Indian airlines essentially restricted in their market access by their own government policy, India provided opportunities for China’s airlines to dominate holding some 80% share of all flights operated - until, of course, the pandemic and a political dispute.
\n
Fast forward five years and with no direct services between the two countries demand has continued to grow with 572,000 indirect passengers travelling through alternate hub airports such as Hong Kong, Bangkok and even Singapore, to reach their final destinations. And while that volume of indirect passengers may seem large, in 2019 (pre-pandemic) over 1.2 million travelled indirectly, confirming there is certainly a market between the two countries. All of which makes a political reset of relationships seem worthwhile for a host of reasons.
\nWith China–US air travel at a historic low, the probability of Chinese airlines returning to the US market in the next four years, under the current administration, appears limited. In 2019, China’s airlines operated some 10,400 flights between the two countries, this year just 2,500 are scheduled under the current bilateral agreement; a steep 76% decline and for Chinese airlines a loss of access to some major hard currency market opportunities. Shifting focus closer to home on high-growth markets like India is a strategic move—even before factoring in current trade-related challenges.
\nFor India - and the aspiration to create world class hub airports in Delhi and Mumbai - access to China is a crucial part of the development strategy and something that could not be ignored, especially when the country’s airlines have 1,800 aircraft on order over the next twenty years; they may not all get delivered and replacements are in that number but they have to have markets to serve! With IndiGo flexing their muscles in longer haul international markets and a rebranded Air India looking to expand their network China presents numerous opportunities and China’s airlines may have a harder fight for dominance in a world where a true low-cost airline is competing head-to-head, especially in the local Indian market.
\nAdvancements in aircraft technology are also a factor from the Indian airlines' perspectives and while Chinese carriers may elect to use wide-bodied aircraft on any new services, for IndiGo the A321XLR’s will provide a very efficient aircraft for such a market. Indeed, from a timing perspective with IndiGo now receiving a more regular supply of new aircraft and over the worst of their Pratt & Whitney engine issues a new rich and underserved market is too good an opportunity to miss.
\nWhile we are only at the early stages of negotiations, both the Chinese and Indian authorities would benefit from being able to show that outside of other geo-political developments there are alternative and potentially larger opportunities available. And these can be developed without having to return to historic markets for revenues. None of which will concern some of those lost market opportunities but once again shows how in adversity there is always an opportunity!
\nLooking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
China and India have recently begun discussions on restarting direct air services between the two countries.
\n","rss_body":"China and India have recently begun discussions on restarting direct air services between the two countries.
\nThese services have been on hold since 2020 due to a combination of the pandemic and a series of border incidents. It might be coincidence that talks are being held now, or a mutually convenient development for both parties. The opportunities for services between two of the largest aviation markets in the world are obvious, but it raises the question of how any new arrangement will differ from 2020 when Chinese airlines dominated the market.
\n
Historically, China and India have had some of the most restrictive air service agreements. However, in recent years, both countries have been relaxing their attitudes because of commercial necessity. Nevertheless, it would be fair to say that the potential of such a market relative to the levels of frequency operated have never been fully recognised.
\nPeaking in 2019 there were some 2,588 scheduled flights a year between the two countries: averaging seven one-way flights a day. Delhi was the focal point for services from Shanghai and Guangzhou with China Southern and Eastern the two dominant airlines operating two daily flights between the countries.
\n\n
Chinese airlines dominated the market, in part because of the historic “five and twenty” rule of the Indian authorities that essentially prevented any airline aside from Air India operation; who unfortunately for many years had been struggling to survive yet alone capitalise on new emergent market opportunities such as China offered. With Indian airlines essentially restricted in their market access by their own government policy, India provided opportunities for China’s airlines to dominate holding some 80% share of all flights operated - until, of course, the pandemic and a political dispute.
\n
Fast forward five years and with no direct services between the two countries demand has continued to grow with 572,000 indirect passengers travelling through alternate hub airports such as Hong Kong, Bangkok and even Singapore, to reach their final destinations. And while that volume of indirect passengers may seem large, in 2019 (pre-pandemic) over 1.2 million travelled indirectly, confirming there is certainly a market between the two countries. All of which makes a political reset of relationships seem worthwhile for a host of reasons.
\nWith China–US air travel at a historic low, the probability of Chinese airlines returning to the US market in the next four years, under the current administration, appears limited. In 2019, China’s airlines operated some 10,400 flights between the two countries, this year just 2,500 are scheduled under the current bilateral agreement; a steep 76% decline and for Chinese airlines a loss of access to some major hard currency market opportunities. Shifting focus closer to home on high-growth markets like India is a strategic move—even before factoring in current trade-related challenges.
\nFor India - and the aspiration to create world class hub airports in Delhi and Mumbai - access to China is a crucial part of the development strategy and something that could not be ignored, especially when the country’s airlines have 1,800 aircraft on order over the next twenty years; they may not all get delivered and replacements are in that number but they have to have markets to serve! With IndiGo flexing their muscles in longer haul international markets and a rebranded Air India looking to expand their network China presents numerous opportunities and China’s airlines may have a harder fight for dominance in a world where a true low-cost airline is competing head-to-head, especially in the local Indian market.
\nAdvancements in aircraft technology are also a factor from the Indian airlines' perspectives and while Chinese carriers may elect to use wide-bodied aircraft on any new services, for IndiGo the A321XLR’s will provide a very efficient aircraft for such a market. Indeed, from a timing perspective with IndiGo now receiving a more regular supply of new aircraft and over the worst of their Pratt & Whitney engine issues a new rich and underserved market is too good an opportunity to miss.
\nWhile we are only at the early stages of negotiations, both the Chinese and Indian authorities would benefit from being able to show that outside of other geo-political developments there are alternative and potentially larger opportunities available. And these can be developed without having to return to historic markets for revenues. None of which will concern some of those lost market opportunities but once again shows how in adversity there is always an opportunity!
\nLooking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
China and India have recently begun discussions on restarting direct air services between the two countries.
\nThese services have been on hold since 2020 due to a combination of the pandemic and a series of border incidents. It might be coincidence that talks are being held now, or a mutually convenient development for both parties. The opportunities for services between two of the largest aviation markets in the world are obvious, but it raises the question of how any new arrangement will differ from 2020 when Chinese airlines dominated the market.
\n
Historically, China and India have had some of the most restrictive air service agreements. However, in recent years, both countries have been relaxing their attitudes because of commercial necessity. Nevertheless, it would be fair to say that the potential of such a market relative to the levels of frequency operated have never been fully recognised.
\nPeaking in 2019 there were some 2,588 scheduled flights a year between the two countries: averaging seven one-way flights a day. Delhi was the focal point for services from Shanghai and Guangzhou with China Southern and Eastern the two dominant airlines operating two daily flights between the countries.
\n\n
Chinese airlines dominated the market, in part because of the historic “five and twenty” rule of the Indian authorities that essentially prevented any airline aside from Air India operation; who unfortunately for many years had been struggling to survive yet alone capitalise on new emergent market opportunities such as China offered. With Indian airlines essentially restricted in their market access by their own government policy, India provided opportunities for China’s airlines to dominate holding some 80% share of all flights operated - until, of course, the pandemic and a political dispute.
\n
Fast forward five years and with no direct services between the two countries demand has continued to grow with 572,000 indirect passengers travelling through alternate hub airports such as Hong Kong, Bangkok and even Singapore, to reach their final destinations. And while that volume of indirect passengers may seem large, in 2019 (pre-pandemic) over 1.2 million travelled indirectly, confirming there is certainly a market between the two countries. All of which makes a political reset of relationships seem worthwhile for a host of reasons.
\nWith China–US air travel at a historic low, the probability of Chinese airlines returning to the US market in the next four years, under the current administration, appears limited. In 2019, China’s airlines operated some 10,400 flights between the two countries, this year just 2,500 are scheduled under the current bilateral agreement; a steep 76% decline and for Chinese airlines a loss of access to some major hard currency market opportunities. Shifting focus closer to home on high-growth markets like India is a strategic move—even before factoring in current trade-related challenges.
\nFor India - and the aspiration to create world class hub airports in Delhi and Mumbai - access to China is a crucial part of the development strategy and something that could not be ignored, especially when the country’s airlines have 1,800 aircraft on order over the next twenty years; they may not all get delivered and replacements are in that number but they have to have markets to serve! With IndiGo flexing their muscles in longer haul international markets and a rebranded Air India looking to expand their network China presents numerous opportunities and China’s airlines may have a harder fight for dominance in a world where a true low-cost airline is competing head-to-head, especially in the local Indian market.
\nAdvancements in aircraft technology are also a factor from the Indian airlines' perspectives and while Chinese carriers may elect to use wide-bodied aircraft on any new services, for IndiGo the A321XLR’s will provide a very efficient aircraft for such a market. Indeed, from a timing perspective with IndiGo now receiving a more regular supply of new aircraft and over the worst of their Pratt & Whitney engine issues a new rich and underserved market is too good an opportunity to miss.
\nWhile we are only at the early stages of negotiations, both the Chinese and Indian authorities would benefit from being able to show that outside of other geo-political developments there are alternative and potentially larger opportunities available. And these can be developed without having to return to historic markets for revenues. None of which will concern some of those lost market opportunities but once again shows how in adversity there is always an opportunity!
\nLooking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
China and India have recently begun discussions on restarting direct air services between the two countries.
\nThese services have been on hold since 2020 due to a combination of the pandemic and a series of border incidents. It might be coincidence that talks are being held now, or a mutually convenient development for both parties. The opportunities for services between two of the largest aviation markets in the world are obvious, but it raises the question of how any new arrangement will differ from 2020 when Chinese airlines dominated the market.
\n
Historically, China and India have had some of the most restrictive air service agreements. However, in recent years, both countries have been relaxing their attitudes because of commercial necessity. Nevertheless, it would be fair to say that the potential of such a market relative to the levels of frequency operated have never been fully recognised.
\nPeaking in 2019 there were some 2,588 scheduled flights a year between the two countries: averaging seven one-way flights a day. Delhi was the focal point for services from Shanghai and Guangzhou with China Southern and Eastern the two dominant airlines operating two daily flights between the countries.
\n\n
Chinese airlines dominated the market, in part because of the historic “five and twenty” rule of the Indian authorities that essentially prevented any airline aside from Air India operation; who unfortunately for many years had been struggling to survive yet alone capitalise on new emergent market opportunities such as China offered. With Indian airlines essentially restricted in their market access by their own government policy, India provided opportunities for China’s airlines to dominate holding some 80% share of all flights operated - until, of course, the pandemic and a political dispute.
\n
Fast forward five years and with no direct services between the two countries demand has continued to grow with 572,000 indirect passengers travelling through alternate hub airports such as Hong Kong, Bangkok and even Singapore, to reach their final destinations. And while that volume of indirect passengers may seem large, in 2019 (pre-pandemic) over 1.2 million travelled indirectly, confirming there is certainly a market between the two countries. All of which makes a political reset of relationships seem worthwhile for a host of reasons.
\nWith China–US air travel at a historic low, the probability of Chinese airlines returning to the US market in the next four years, under the current administration, appears limited. In 2019, China’s airlines operated some 10,400 flights between the two countries, this year just 2,500 are scheduled under the current bilateral agreement; a steep 76% decline and for Chinese airlines a loss of access to some major hard currency market opportunities. Shifting focus closer to home on high-growth markets like India is a strategic move—even before factoring in current trade-related challenges.
\nFor India - and the aspiration to create world class hub airports in Delhi and Mumbai - access to China is a crucial part of the development strategy and something that could not be ignored, especially when the country’s airlines have 1,800 aircraft on order over the next twenty years; they may not all get delivered and replacements are in that number but they have to have markets to serve! With IndiGo flexing their muscles in longer haul international markets and a rebranded Air India looking to expand their network China presents numerous opportunities and China’s airlines may have a harder fight for dominance in a world where a true low-cost airline is competing head-to-head, especially in the local Indian market.
\nAdvancements in aircraft technology are also a factor from the Indian airlines' perspectives and while Chinese carriers may elect to use wide-bodied aircraft on any new services, for IndiGo the A321XLR’s will provide a very efficient aircraft for such a market. Indeed, from a timing perspective with IndiGo now receiving a more regular supply of new aircraft and over the worst of their Pratt & Whitney engine issues a new rich and underserved market is too good an opportunity to miss.
\nWhile we are only at the early stages of negotiations, both the Chinese and Indian authorities would benefit from being able to show that outside of other geo-political developments there are alternative and potentially larger opportunities available. And these can be developed without having to return to historic markets for revenues. None of which will concern some of those lost market opportunities but once again shows how in adversity there is always an opportunity!
\nLooking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
China and India have recently begun discussions on restarting direct air services between the two countries.
","postFeaturedImageIfEnabled":"https://www.oag.com/hubfs/China%20India%20blog-1.jpg","postListContent":"China and India have recently begun discussions on restarting direct air services between the two countries.
","postListSummaryFeaturedImage":"https://www.oag.com/hubfs/China%20India%20blog-1.jpg","postRssContent":"China and India have recently begun discussions on restarting direct air services between the two countries.
","postRssSummaryFeaturedImage":"https://www.oag.com/hubfs/China%20India%20blog-1.jpg","postSummary":"China and India have recently begun discussions on restarting direct air services between the two countries.
\n","postSummaryRss":"China and India have recently begun discussions on restarting direct air services between the two countries.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"HNisXdIS","previousPostFeaturedImage":"https://www.oag.com/hubfs/Flynas%20A330.jpg","previousPostFeaturedImageAltText":"","previousPostName":"Has Long-Haul Low-Cost Finally Found Its Sweet Spot? How the Middle East and India Could Unlock Its Full Potential","previousPostSlug":"blog/middle-east-india-could-unlock-long-haul-low-cost-potential","processingStatus":"PUBLISHED","propertyForDynamicPageCanonicalUrl":null,"propertyForDynamicPageFeaturedImage":null,"propertyForDynamicPageMetaDescription":null,"propertyForDynamicPageSlug":null,"propertyForDynamicPageTitle":null,"publicAccessRules":[],"publicAccessRulesEnabled":false,"publishDate":1745481600000,"publishDateLocalTime":1745481600000,"publishDateLocalized":{"date":1745481600000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":false,"publishTimezoneOffset":null,"publishedAt":1745481600751,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/china-and-india-revisit-air-travel-ties","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"China and India have recently begun discussions on restarting direct air services between the two countries.
\nThese services have been on hold since 2020 due to a combination of the pandemic and a series of border incidents. It might be coincidence that talks are being held now, or a mutually convenient development for both parties. The opportunities for services between two of the largest aviation markets in the world are obvious, but it raises the question of how any new arrangement will differ from 2020 when Chinese airlines dominated the market.
\n
Historically, China and India have had some of the most restrictive air service agreements. However, in recent years, both countries have been relaxing their attitudes because of commercial necessity. Nevertheless, it would be fair to say that the potential of such a market relative to the levels of frequency operated have never been fully recognised.
\nPeaking in 2019 there were some 2,588 scheduled flights a year between the two countries: averaging seven one-way flights a day. Delhi was the focal point for services from Shanghai and Guangzhou with China Southern and Eastern the two dominant airlines operating two daily flights between the countries.
\n\n
Chinese airlines dominated the market, in part because of the historic “five and twenty” rule of the Indian authorities that essentially prevented any airline aside from Air India operation; who unfortunately for many years had been struggling to survive yet alone capitalise on new emergent market opportunities such as China offered. With Indian airlines essentially restricted in their market access by their own government policy, India provided opportunities for China’s airlines to dominate holding some 80% share of all flights operated - until, of course, the pandemic and a political dispute.
\n
Fast forward five years and with no direct services between the two countries demand has continued to grow with 572,000 indirect passengers travelling through alternate hub airports such as Hong Kong, Bangkok and even Singapore, to reach their final destinations. And while that volume of indirect passengers may seem large, in 2019 (pre-pandemic) over 1.2 million travelled indirectly, confirming there is certainly a market between the two countries. All of which makes a political reset of relationships seem worthwhile for a host of reasons.
\nWith China–US air travel at a historic low, the probability of Chinese airlines returning to the US market in the next four years, under the current administration, appears limited. In 2019, China’s airlines operated some 10,400 flights between the two countries, this year just 2,500 are scheduled under the current bilateral agreement; a steep 76% decline and for Chinese airlines a loss of access to some major hard currency market opportunities. Shifting focus closer to home on high-growth markets like India is a strategic move—even before factoring in current trade-related challenges.
\nFor India - and the aspiration to create world class hub airports in Delhi and Mumbai - access to China is a crucial part of the development strategy and something that could not be ignored, especially when the country’s airlines have 1,800 aircraft on order over the next twenty years; they may not all get delivered and replacements are in that number but they have to have markets to serve! With IndiGo flexing their muscles in longer haul international markets and a rebranded Air India looking to expand their network China presents numerous opportunities and China’s airlines may have a harder fight for dominance in a world where a true low-cost airline is competing head-to-head, especially in the local Indian market.
\nAdvancements in aircraft technology are also a factor from the Indian airlines' perspectives and while Chinese carriers may elect to use wide-bodied aircraft on any new services, for IndiGo the A321XLR’s will provide a very efficient aircraft for such a market. Indeed, from a timing perspective with IndiGo now receiving a more regular supply of new aircraft and over the worst of their Pratt & Whitney engine issues a new rich and underserved market is too good an opportunity to miss.
\nWhile we are only at the early stages of negotiations, both the Chinese and Indian authorities would benefit from being able to show that outside of other geo-political developments there are alternative and potentially larger opportunities available. And these can be developed without having to return to historic markets for revenues. None of which will concern some of those lost market opportunities but once again shows how in adversity there is always an opportunity!
\nLooking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
China and India have recently begun discussions on restarting direct air services between the two countries.
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90%, with the top five airlines scoring as follows:
\n","post_body":"In March 2025, 14 of the world's top airlines achieved an on-time performance (OTP) percentage greater than 90%, with the top five airlines scoring as follows:
\n\nOman Air rose to the top of OAG’s On-Time Performance rankings in March, achieving a 96.4% OTP score, a significant improvement from their 20th position in February. Royal Jordanian followed with 94.6% of flights on time. The top three was a clean sweep for Middle Eastern airlines as Saudia recorded 94.1% OTP in third place. Safair, who regularly top the charts, dropped to fourth with 94% amid challenges in South Africa.
\nSAS Scandinavian led in the very large airlines category (20,000+ flights per month) with an OTP of 91.8%, followed by Hainan Airlines at 88.2%. IndiGo once again excelled with no cancellations, ranking sixth at 85.9% OTP. American Airlines reported 3,779 cancellations (1.9%), which equates to a 1.9% rate - that may appear high but Qantas, affected by Cyclone Alfred in Australia, were the poorest performer in the category with a 4.5% cancellation level.
\nEmirates, ITA Airways, and Iberia each recorded just one cancellation in March, blotting near-perfect results with all three recording OTP levels above 85%. Virgin Australia were also affected by Cyclone Alfred and nearly mirrored Qantas's cancellation rate at 5.0%.
\nAer Lingus topped the medium-sized category with 90.0% OTP, narrowly beating FlyNas at 89.7%. Finnair faced challenges with over 3% cancellations due to a pilots' dispute, while congratulations go to Jet2 and Skyline who reported no cancellations.
\n
In March 2025, 14 of the world's top airlines achieved an on-time performance (OTP) percentage greater than 90%, with the top five airlines scoring as follows:
\n","rss_body":"In March 2025, 14 of the world's top airlines achieved an on-time performance (OTP) percentage greater than 90%, with the top five airlines scoring as follows:
\n\nOman Air rose to the top of OAG’s On-Time Performance rankings in March, achieving a 96.4% OTP score, a significant improvement from their 20th position in February. Royal Jordanian followed with 94.6% of flights on time. The top three was a clean sweep for Middle Eastern airlines as Saudia recorded 94.1% OTP in third place. Safair, who regularly top the charts, dropped to fourth with 94% amid challenges in South Africa.
\nSAS Scandinavian led in the very large airlines category (20,000+ flights per month) with an OTP of 91.8%, followed by Hainan Airlines at 88.2%. IndiGo once again excelled with no cancellations, ranking sixth at 85.9% OTP. American Airlines reported 3,779 cancellations (1.9%), which equates to a 1.9% rate - that may appear high but Qantas, affected by Cyclone Alfred in Australia, were the poorest performer in the category with a 4.5% cancellation level.
\nEmirates, ITA Airways, and Iberia each recorded just one cancellation in March, blotting near-perfect results with all three recording OTP levels above 85%. Virgin Australia were also affected by Cyclone Alfred and nearly mirrored Qantas's cancellation rate at 5.0%.
\nAer Lingus topped the medium-sized category with 90.0% OTP, narrowly beating FlyNas at 89.7%. Finnair faced challenges with over 3% cancellations due to a pilots' dispute, while congratulations go to Jet2 and Skyline who reported no cancellations.
\n
In March 2025, 14 of the world's top airlines achieved an on-time performance (OTP) percentage greater than 90%, with the top five airlines scoring as follows:
\n\nOman Air rose to the top of OAG’s On-Time Performance rankings in March, achieving a 96.4% OTP score, a significant improvement from their 20th position in February. Royal Jordanian followed with 94.6% of flights on time. The top three was a clean sweep for Middle Eastern airlines as Saudia recorded 94.1% OTP in third place. Safair, who regularly top the charts, dropped to fourth with 94% amid challenges in South Africa.
\nSAS Scandinavian led in the very large airlines category (20,000+ flights per month) with an OTP of 91.8%, followed by Hainan Airlines at 88.2%. IndiGo once again excelled with no cancellations, ranking sixth at 85.9% OTP. American Airlines reported 3,779 cancellations (1.9%), which equates to a 1.9% rate - that may appear high but Qantas, affected by Cyclone Alfred in Australia, were the poorest performer in the category with a 4.5% cancellation level.
\nEmirates, ITA Airways, and Iberia each recorded just one cancellation in March, blotting near-perfect results with all three recording OTP levels above 85%. Virgin Australia were also affected by Cyclone Alfred and nearly mirrored Qantas's cancellation rate at 5.0%.
\nAer Lingus topped the medium-sized category with 90.0% OTP, narrowly beating FlyNas at 89.7%. Finnair faced challenges with over 3% cancellations due to a pilots' dispute, while congratulations go to Jet2 and Skyline who reported no cancellations.
\n
In March 2025, 14 of the world's top airlines achieved an on-time performance (OTP) percentage greater than 90%, with the top five airlines scoring as follows:
\n\nOman Air rose to the top of OAG’s On-Time Performance rankings in March, achieving a 96.4% OTP score, a significant improvement from their 20th position in February. Royal Jordanian followed with 94.6% of flights on time. The top three was a clean sweep for Middle Eastern airlines as Saudia recorded 94.1% OTP in third place. Safair, who regularly top the charts, dropped to fourth with 94% amid challenges in South Africa.
\nSAS Scandinavian led in the very large airlines category (20,000+ flights per month) with an OTP of 91.8%, followed by Hainan Airlines at 88.2%. IndiGo once again excelled with no cancellations, ranking sixth at 85.9% OTP. American Airlines reported 3,779 cancellations (1.9%), which equates to a 1.9% rate - that may appear high but Qantas, affected by Cyclone Alfred in Australia, were the poorest performer in the category with a 4.5% cancellation level.
\nEmirates, ITA Airways, and Iberia each recorded just one cancellation in March, blotting near-perfect results with all three recording OTP levels above 85%. Virgin Australia were also affected by Cyclone Alfred and nearly mirrored Qantas's cancellation rate at 5.0%.
\nAer Lingus topped the medium-sized category with 90.0% OTP, narrowly beating FlyNas at 89.7%. Finnair faced challenges with over 3% cancellations due to a pilots' dispute, while congratulations go to Jet2 and Skyline who reported no cancellations.
\n
In March 2025, 14 of the world's top airlines achieved an on-time performance (OTP) percentage greater than 90%, with the top five airlines scoring as follows:
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\n\nOman Air rose to the top of OAG’s On-Time Performance rankings in March, achieving a 96.4% OTP score, a significant improvement from their 20th position in February. Royal Jordanian followed with 94.6% of flights on time. The top three was a clean sweep for Middle Eastern airlines as Saudia recorded 94.1% OTP in third place. Safair, who regularly top the charts, dropped to fourth with 94% amid challenges in South Africa.
\nSAS Scandinavian led in the very large airlines category (20,000+ flights per month) with an OTP of 91.8%, followed by Hainan Airlines at 88.2%. IndiGo once again excelled with no cancellations, ranking sixth at 85.9% OTP. American Airlines reported 3,779 cancellations (1.9%), which equates to a 1.9% rate - that may appear high but Qantas, affected by Cyclone Alfred in Australia, were the poorest performer in the category with a 4.5% cancellation level.
\nEmirates, ITA Airways, and Iberia each recorded just one cancellation in March, blotting near-perfect results with all three recording OTP levels above 85%. Virgin Australia were also affected by Cyclone Alfred and nearly mirrored Qantas's cancellation rate at 5.0%.
\nAer Lingus topped the medium-sized category with 90.0% OTP, narrowly beating FlyNas at 89.7%. Finnair faced challenges with over 3% cancellations due to a pilots' dispute, while congratulations go to Jet2 and Skyline who reported no cancellations.
\n
In March 2025, 14 of the world's top airlines achieved an on-time performance (OTP) percentage greater than 90%, with the top five airlines scoring as follows:
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Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":null,"rss_body":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
","postListSummaryFeaturedImage":"https://www.oag.com/hubfs/March%2025%20webinar%20header.jpg","postRssContent":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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\n\nThe panel began by exploring global growth trends:
\nWhile discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\nDespite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n\nThe panel then dived into the data for US domestic and international capacity:
\nAs the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\nIn 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.
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\nThe 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.
\nLooking 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\nEnforced 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.
\n\n\n\n
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","blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":null,"rss_body":"For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by 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\nIn 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.
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\nThe 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.
\nLooking 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\nEnforced 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.
\n\n\n\n
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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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\nIn 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.
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\nThe 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.
\nLooking 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\nEnforced 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.
\n\n\n\n
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\nIn 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.
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\nThe 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.
\nLooking 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\nEnforced 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.
\n\n\n\n
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\nIn 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.
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\nThe 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.
\nLooking 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\nEnforced 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.
\n\n\n\n
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.
","postListSummaryFeaturedImage":"https://www.oag.com/hubfs/Feb%20webinar%203.jpg","postRssContent":"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\nIn 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.
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\nThe 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.
\nLooking 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\nEnforced 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.
\n\n\n\n
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","postSummaryRss":"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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\n\nIn 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.
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\nThe 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.
\nLooking 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\nEnforced 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.
\n\n\n\n
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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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.
\nFrom 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.
\nAs 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\nThe 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\nAs 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?
\n\n
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.
","blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":0,"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.
\nFrom 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.
\nAs 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\nThe 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\nAs 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?
\n\n
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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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.
\nFrom 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.
\nAs 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\nThe 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\nAs 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?
\n\n
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.
\nFrom 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.
\nAs 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\nThe 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\nAs 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?
\n\n
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.
\nFrom 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.
\nAs 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\nThe 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\nAs 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?
\n\n
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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\nFrom 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.
\nAs 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\nThe 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\nAs 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?
\n\n
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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\nFrom 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.
\nAs 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\nThe 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\nAs 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?
\n\n
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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Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\nThe talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\nThe challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\nWatch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n\nThe last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\nWatch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
\n\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\nThe talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\nThe challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\nWatch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n\nThe last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\nWatch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
\n\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\nThe talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\nThe challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\nWatch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n\nThe last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\nWatch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
\n\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\nThe talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\nThe challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\nWatch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n\nThe last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\nWatch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
\n\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\nThe talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\nThe challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\nWatch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n\nThe last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\nWatch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
\n\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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From airline prices to capacity trends, low-cost carriers, and the future of the Chinese airline industry, these discussions cover the length and breadth of aviation.
\nThe talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\nThe challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\nWatch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n\nThe last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\nWatch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
\n\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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\nThe talk began on a hopeful note, with the speakers expressing optimism over the forecast of airline prices in the next 12 months - barring any further significant geopolitical issues. A crucial point that emerges from the conversation is the robust growth visible in the Asia Pacific, Europe, and Latin America, the capacity trends in these regions provide much-needed optimism.
\nThe challenges that ultra-low-cost carriers face were discussed, emphasizing the effect of legacy carriers shifting capacity on these low-cost airlines. The importance of China in the global airline industry was underscored, as Chinese airlines have shown considerable domestic and international capacity growth. However, predictions indicate the return of outbound Chinese travelers may not be as quick as expected.
\nWatch clip: John Grant on the effect of legacy airlines switching capacity to international markets.
\n\nThe last part of the talk addressed pressing issues faced by aircraft manufacturers and airlines caused by delivery delays and supply chain disruptions. It concluded with a warning about the troubled journey ahead, especially for the winter season.
\nWatch clip: 7% of the global airline fleet is out for maintenance, is this a high number?
\n\n\n
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Eddy Pieniazek, Head of Analytics and Advisory at Ishka Aviation Finance for a look ahead to the opportunities and challenges emerging this winter season.
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\nJohn Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
\n\n![\"Dave-Ingram-OAG-On-Air-Podcast\"](\"https://www.oag.com/hubfs/Podcast/Dave-Ingram-OAG-On-Air-Podcast.jpg\")
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
","blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":null,"rss_body":"Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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\nJohn Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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\nDuring the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\nJohn Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\nDuring the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\nJohn Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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\nJohn Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
\n\n
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
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this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\nThe real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
Fasten your seat belt, sit back and tune in!
\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n\n\n
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\nThe real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
Fasten your seat belt, sit back and tune in!
\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n\n\n
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
","postFeaturedImageIfEnabled":"https://www.oag.com/hubfs/Podcast/Featured%20Images/pascan-aviation.jpg","postListContent":"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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\n\nThe real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
Fasten your seat belt, sit back and tune in!
\nYou can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n\n\n
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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Air: in conversation with Brent Hill, CEO at Tourism Fiji","id":77655583913,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstanceLayoutPage":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"On Air: in conversation with Brent Hill, CEO at Tourism Fiji","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":null,"listTemplate":"oag-theme/templates/blog-index.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"tag_ids":[26961116215],"topic_ids":[26961116215],"enable_google_amp_output_override":false,"generate_json_ld_enabled":true,"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.
![\"Brent-Hill-Tourism-Fiji\"](\"https://www.oag.com/hubfs/Podcast/Brent-Hill-Tourism-Fiji.jpg\")
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
You can also listen here: Apple Podcasts, Spotify, Google, Stitcher, Tune In
\nOr search for OAG On Air on your preferred podcast provider! 🎧
\n
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
![\"OAG-On-Air-Podcast\"](\"https://www.oag.com/hubfs/Podcast/Featured%20Images/OAG-On-Air-Podcast.jpg\")
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
\n
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\nDethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\nIn fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\nWe also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\nWith so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","post_summary":"Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n","blog_post_schedule_task_uid":null,"blog_publish_to_social_media_task":"DONE_NOT_SENT","blog_publish_instant_email_task_uid":"DONE","blog_publish_instant_email_campaign_id":null,"blog_publish_instant_email_retry_count":null,"rss_body":"Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\nDethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\nIn fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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\nWith so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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\nWith so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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\nDethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\nIn fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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\nIn fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
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\nWith so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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