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\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
","rss_summary":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n","post_body":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
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The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
","postBodyRss":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
","postEmailContent":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n","postSummaryRss":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
","postTemplate":"oag-theme/templates/blog-post.html","previewImageSrc":null,"previewKey":"sdshTgEW","previousPostFeaturedImage":"https://www.oag.com/hubfs/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":1746612000000,"publishDateLocalTime":1746612000000,"publishDateLocalized":{"date":1746612000000,"format":"dd MMMM yyyy","language":"en_GB"},"publishImmediately":false,"publishTimezoneOffset":null,"publishedAt":1746612000757,"publishedByEmail":null,"publishedById":64413925,"publishedByName":null,"publishedUrl":"https://www.oag.com/blog/q1-2025-results-transatlantic-travel-holds-steady","resolvedDomain":"www.oag.com","resolvedLanguage":null,"rssBody":"
The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
\n\n
Ahead of the European airlines reporting their quarter-one results, we've analysed the summer season data to assess whether the transatlantic market is indeed holding up.
\n
\n
Despite the gloom and concern of some, transatlantic capacity from Europe to the United States has increased since the 3rd March, with approx. 33.1 million one-way seats currently planned for the April – October period, up from 32.9 million eight weeks ago. This represents a modest 0.3% increase, and perhaps not quite the expectation of many. Indeed, for most of the major airlines (as the chart below highlights) it’s business as usual, at least from a production perspective.
\n
Among the very largest airlines, capacity changes in the last eight weeks have been minimal - less than 2% either way - suggesting that they are either happy with the capacity they have on sale, or are equally making the best of the current market conditions. And across the whole market, only two carriers deviate notably from this trend; Fly Play, the Icelandic LCC have added 19% more capacity, while La Compagnie have dropped nearly a quarter of their planned operation.
\n
\n
For many airlines the recent sudden and sharp changes in market sentiment means they have to ride out the turbulence. Sudden knee jerk reactions to wide-bodied capacity are rare in the summer season and with flights having been on sale for a long time it is likely that every flight has bookings already paid and ticketed for. Reprojecting those passengers and all the work that would entail is a lot of work, especially when there are few other places with unserved market demand from Europe.
\n
Overall Capacity Unchanged but Airfares Shifting Down
\n
With capacity largely unchanged it’s worth looking at average airfares to see if they have reduced compared to last year, which would indicate a softening in demand - the proposition being that airlines are having to stimulate more demand through lowering fares. In the chart below we have plotted the changes in capacity with changes in economy-class airfares across the twenty largest routes from Europe to the United States.
\n
\n
On three quarters of the routes, average airfares have fallen, with the most notable drop on New York–Rome and Madrid–New York, where fares have fallen by nearly 15%.
\n
A closer look at seven routes with capacity reductions reveals airfares have also fallen, which is not what those airlines would like to see happen:
\n
\n
DFW – LON is now purely an American Airlines route since BA dropped their summer services and capacity is down by 12.5% and airfares by 10.1%.
\n
Similarly, CHI – LON has a 12.8% drop in capacity with average airfares some 5.1% below last summer’s levels.
\n
\n
Of course, there are always exceptions to the rule and in this case the London market appears to remain strong. With minimal changes to capacity average airfares from London to Washington, Miami and Orlando are significantly higher than last year. One possible explanation is that forward bookings to these key summer destinations were already strong as consumers sought to secure cheaper airfares than last year. Buying an airline ticket at any time can be a gamble given the dynamic way in which supply and demand works, on this occasion a few bargains may be around.
\n
\n
\n
\n
\n
Summer Expectations: Solid, If Not Spectacular
\n
Forecasting route profitability or an airlines financial result is at best an estimate and frequently all about intuition. To date there is no alarm from most airlines and those reductions in airfares are all part of the normal pricing and revenue management dynamics that we see every day. While airfare may be slightly down, current fuel prices are also down, standing at -14% against last year’s levels and for many carriers who have not hedged, this helps offset much of that reduction in airfares. My suspicion is that while the Europe – US market may not be quite the stellar performer that it was last year it will still be very good for the airlines and at the same time there may finally be a few bargains out there to be had.
\n
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The big three US legacy airlines have published their first-quarter results, and there seems to be a consensus that although the domestic market shows signs of softening, outbound international markets remain strong, with Europe a notable strength.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n","post_body":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
","html_title":"Africa Aviation: All to Play For | Webinars | OAG","published_at":1746106699858,"head_html":null,"footer_html":null,"attached_stylesheets":[],"enable_domain_stylesheets":null,"include_default_custom_css":null,"deleted_by":null,"featured_image_alt_text":"","layout_sections":{},"enable_layout_stylesheets":null,"tweet":null,"tweet_at":null,"campaign_name":null,"campaign_utm":null,"meta_keywords":null,"meta_description":"The live panel discuss Africa’s aviation landscape, growth trends, carrier stability, and the potential of low-cost 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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n\n
The live panel discussed:
\n
\n
Growth trends - what are the fastest growing markets on the continent?
\n
Airline business models - do those that work elsewhere work for Africa?
\n
What opportunities and challenges lie ahead?
\n
\n
A Look at Growth Trends
\n
First, the panel discussed global growth trends and Africa's capacity and frequency changes:
\n
\n
Capacity for this summer is expected to be 3.3% ahead of 2024
\n
In Africa domestic growth has contracted but international capacity is up by 3.5%
\n
Looking at total capacity growth in Africa by subregion highlights that growth is happening across the continent with the exception of Central/Western Africa. Southern Africa sees the highest growth rate, with an increase in capacity this summer of 9.6% on last summer
\n
Frequency growth follows a similar trend
\n
\n
Ogaga gave his insights on the global outlook:
\n
\n
exploring the Carrier Landscape
\n
Next, the panel discussed the African carrier landscape. There were some interesting points to explore:
\n
\n
In the last 10 years, Ethiopian has moved up to become Africa’s largest carrier, with 17% of African capacity
\n
SAA, once the largest carrier, is now 11th largest in the continent
\n
8 of the Top 20 largest carriers operating in Africa are domiciled outside of the continent
\n
In April 2015 there were 88 African domiciled carriers and today there are 109, but there are 37 carriers in April 2015 which don’t exist today
\n
\n
\n
Which business model dominates in the continent?
\n
Next, the panel discussed business models:
\n
\n
Africa lags behind the global norm for legacy/LCC capacity shares, where 35% of seats operate on low cost carriers (LCCs). Some regions are considerably higher than that, notably Europe, where 44% of seats operate on LCCs, and Latin America where the comparable share is 40%
\n
The region seeing the fastest degree of LCC penetration is the Middle East where in the last 10 years, LCC shares have grown from 15% to 29%. Africa’s LCC share remains stuck at 16% of all operations, an increase from 9% in 2015. This is largely driven by the growth of European –North Africa services into Morocco
\n
\n
Will LCCs ever take off in Africa? Or is a different model needed for success?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Ogaga Udjo, MD of ZA Logics, to take a deep dive into Africa's aviation landscape.
\n","rssSummaryFeaturedImage":"https://www.oag.com/hubfs/Africa%20webinar%20featured%20image.jpg","scheduledUpdateDate":0,"screenshotPreviewTakenAt":1746106700186,"screenshotPreviewUrl":"https://cdn1.hubspot.net/hubshotv3/prod/e/0/95a32333-df2e-414d-ac4a-989732c7b38a.png","sections":{},"securityState":"NONE","siteId":null,"slug":"webinars/africa-aviation-all-to-play-for","stagedFrom":null,"state":"PUBLISHED","stateWhenDeleted":null,"structuredContentPageType":null,"structuredContentType":null,"styleOverrideId":null,"subcategory":"normal_blog_post","syncedWithBlogRoot":true,"tagIds":[67554932020],"tagList":[{"categoryId":3,"cdnPurgeEmbargoTime":null,"contentIds":[],"cosObjectType":"TAG","created":1646238071339,"deletedAt":0,"description":"","id":67554932020,"label":"Webinars","language":"en-gb","name":"Webinars","portalId":490937,"slug":"webinars","translatedFromId":null,"translations":{},"updated":1646238071339}],"tagNames":["Webinars"],"teamPerms":[],"templatePath":"","templatePathForRender":"oag-theme/templates/blog-post.html","textToAudioFileId":null,"textToAudioGenerationRequestId":null,"themePath":null,"themeSettingsValues":null,"title":"Africa 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Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
\n
Including:
\n
\n
India-China flight frequencies since 2000 as negotiations start for the resumption of direct services.
\n
The latest airline tech innovations on our radar.
\n
Spain's domestic/international airline capacity split as we look to another strong summer in the country.
\n
Untapped potential for dynamic airline pricing.
\n
Europe's busiest airports last year.
\n
North American airlines' most recent on-time performance statistics.
\n
Topline stats from Africa's aviation market in April.
\n
Top destinations as Morocco's tourism industry booms.
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
","post_summary":"
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
\n
Including:
\n
\n
India-China flight frequencies since 2000 as negotiations start for the resumption of direct services.
\n
The latest airline tech innovations on our radar.
\n
Spain's domestic/international airline capacity split as we look to another strong summer in the country.
\n
Untapped potential for dynamic airline pricing.
\n
Europe's busiest airports last year.
\n
North American airlines' most recent on-time performance statistics.
\n
Topline stats from Africa's aviation market in April.
\n
Top destinations as Morocco's tourism industry booms.
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
","rss_summary":"
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
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Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
\n
Including:
\n
\n
India-China flight frequencies since 2000 as negotiations start for the resumption of direct services.
\n
The latest airline tech innovations on our radar.
\n
Spain's domestic/international airline capacity split as we look to another strong summer in the country.
\n
Untapped potential for dynamic airline pricing.
\n
Europe's busiest airports last year.
\n
North American airlines' most recent on-time performance statistics.
\n
Topline stats from Africa's aviation market in April.
\n
Top destinations as Morocco's tourism industry booms.
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
","postBodyRss":"
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
\n
Including:
\n
\n
India-China flight frequencies since 2000 as negotiations start for the resumption of direct services.
\n
The latest airline tech innovations on our radar.
\n
Spain's domestic/international airline capacity split as we look to another strong summer in the country.
\n
Untapped potential for dynamic airline pricing.
\n
Europe's busiest airports last year.
\n
North American airlines' most recent on-time performance statistics.
\n
Topline stats from Africa's aviation market in April.
\n
Top destinations as Morocco's tourism industry booms.
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
","postEmailContent":"
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
","postSummaryRss":"
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
\n
Including:
\n
\n
India-China flight frequencies since 2000 as negotiations start for the resumption of direct services.
\n
The latest airline tech innovations on our radar.
\n
Spain's domestic/international airline capacity split as we look to another strong summer in the country.
\n
Untapped potential for dynamic airline pricing.
\n
Europe's busiest airports last year.
\n
North American airlines' most recent on-time performance statistics.
\n
Topline stats from Africa's aviation market in April.
\n
Top destinations as Morocco's tourism industry booms.
To get a weekly round-up of our aviation market analysis, news on industry trends and deep dives into the latest tech for the industry, as well as our bite-sized infographics, subscribe to OAG's weekly digest below. 👇
\n
","rssSummary":"
Are you short on time but interested in the stories aviation data is telling? Our monthly infographic summary is ideal for you. Delve into the crucial statistics and aviation industry news analysis provided by OAG in April 2025.
\n
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How the Middle East and India Could Unlock Its Full Potential","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":"How the Middle East and India Could Unlock Long-Haul Low-Cost's Potential","public_access_rules":[],"public_access_rules_enabled":false,"tag_ids":[66382214546],"topic_ids":[66382214546],"enable_google_amp_output_override":false,"generate_json_ld_enabled":true,"post_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
\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.
\n
\n
The Compelling Case For Wide-bodied LCCs
\n
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, flyadealand flynas all think so, although their identified markets may be slightly different.
\n
With 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:
\n\n
The first is the expected growth in religious tourism to the country, with a target of 30 million Umra visitors by 2030, supplying the necessary capacity is a key part of the planning and an opportunity not to be missed by either airline.
\n
In addition, the ever-growing migrant worker markets of India, Indonesia and the Philippines have for many years been served by a mix of direct and indirect carriers. Characterised by year-round regular flows of traffic, these markets overcome some of the seasonality issues and since price is all-important, they are a natural step for the locally based carriers to enter in the coming years.
\n\n
For 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.
\n
Capitalising 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.
\n
Premium Opportunities For All Carriers
\n
With 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.
\n
All 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
\n
","post_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.
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
\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.
\n
\n
The Compelling Case For Wide-bodied LCCs
\n
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, flyadealand flynas all think so, although their identified markets may be slightly different.
\n
With 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:
\n\n
The first is the expected growth in religious tourism to the country, with a target of 30 million Umra visitors by 2030, supplying the necessary capacity is a key part of the planning and an opportunity not to be missed by either airline.
\n
In addition, the ever-growing migrant worker markets of India, Indonesia and the Philippines have for many years been served by a mix of direct and indirect carriers. Characterised by year-round regular flows of traffic, these markets overcome some of the seasonality issues and since price is all-important, they are a natural step for the locally based carriers to enter in the coming years.
\n\n
For 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.
\n
Capitalising 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.
\n
Premium Opportunities For All Carriers
\n
With 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.
\n
All 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
\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.
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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
\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.
\n
\n
The Compelling Case For Wide-bodied LCCs
\n
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, flyadealand flynas all think so, although their identified markets may be slightly different.
\n
With 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:
\n\n
The first is the expected growth in religious tourism to the country, with a target of 30 million Umra visitors by 2030, supplying the necessary capacity is a key part of the planning and an opportunity not to be missed by either airline.
\n
In addition, the ever-growing migrant worker markets of India, Indonesia and the Philippines have for many years been served by a mix of direct and indirect carriers. Characterised by year-round regular flows of traffic, these markets overcome some of the seasonality issues and since price is all-important, they are a natural step for the locally based carriers to enter in the coming years.
\n\n
For 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.
\n
Capitalising 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.
\n
Premium Opportunities For All Carriers
\n
With 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.
\n
All 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
\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
\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.
\n
\n
The Compelling Case For Wide-bodied LCCs
\n
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, flyadealand flynas all think so, although their identified markets may be slightly different.
\n
With 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:
\n\n
The first is the expected growth in religious tourism to the country, with a target of 30 million Umra visitors by 2030, supplying the necessary capacity is a key part of the planning and an opportunity not to be missed by either airline.
\n
In addition, the ever-growing migrant worker markets of India, Indonesia and the Philippines have for many years been served by a mix of direct and indirect carriers. Characterised by year-round regular flows of traffic, these markets overcome some of the seasonality issues and since price is all-important, they are a natural step for the locally based carriers to enter in the coming years.
\n\n
For 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.
\n
Capitalising 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.
\n
Premium Opportunities For All Carriers
\n
With 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.
\n
All 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
\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.
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 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 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
\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.
\n
\n
The Compelling Case For Wide-bodied LCCs
\n
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, flyadealand flynas all think so, although their identified markets may be slightly different.
\n
With 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:
\n\n
The first is the expected growth in religious tourism to the country, with a target of 30 million Umra visitors by 2030, supplying the necessary capacity is a key part of the planning and an opportunity not to be missed by either airline.
\n
In addition, the ever-growing migrant worker markets of India, Indonesia and the Philippines have for many years been served by a mix of direct and indirect carriers. Characterised by year-round regular flows of traffic, these markets overcome some of the seasonality issues and since price is all-important, they are a natural step for the locally based carriers to enter in the coming years.
\n\n
For 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.
\n
Capitalising 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.
\n
Premium Opportunities For All Carriers
\n
With 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.
\n
All 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
\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.
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China and India have recently begun discussions on restarting direct air services between the two countries.
\n
These 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
\n
A Historically Regulated 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.
\n
Peaking 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
\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
\n
A New Aero Political World
\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.
\n
With 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.
\n
For 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.
\n
Advancements 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.
\n
Getting Ready to Fly
\n
While 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!
\n
Looking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
","post_summary":"
China and India have recently begun discussions on restarting direct air services between the two countries.
China and India have recently begun discussions on restarting direct air services between the two countries.
\n
These 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
\n
A Historically Regulated 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.
\n
Peaking 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
\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
\n
A New Aero Political World
\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.
\n
With 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.
\n
For 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.
\n
Advancements 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.
\n
Getting Ready to Fly
\n
While 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!
\n
Looking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
","rss_summary":"
China and India have recently begun discussions on restarting direct air services between the two countries.
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China and India have recently begun discussions on restarting direct air services between the two countries.
\n
These 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
\n
A Historically Regulated 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.
\n
Peaking 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
\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
\n
A New Aero Political World
\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.
\n
With 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.
\n
For 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.
\n
Advancements 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.
\n
Getting Ready to Fly
\n
While 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!
\n
Looking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
","postBodyRss":"
China and India have recently begun discussions on restarting direct air services between the two countries.
\n
These 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
\n
A Historically Regulated 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.
\n
Peaking 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
\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
\n
A New Aero Political World
\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.
\n
With 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.
\n
For 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.
\n
Advancements 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.
\n
Getting Ready to Fly
\n
While 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!
\n
Looking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
","postEmailContent":"
China and India have recently begun discussions on restarting direct air services between the two countries.
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.
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China and India have recently begun discussions on restarting direct air services between the two countries.
\n
These 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
\n
A Historically Regulated 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.
\n
Peaking 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
\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
\n
A New Aero Political World
\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.
\n
With 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.
\n
For 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.
\n
Advancements 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.
\n
Getting Ready to Fly
\n
While 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!
\n
Looking for more aviation insights? Take a look at our 3-part Indian Aviation series here.
\n
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China and India have recently begun discussions on restarting direct air services between the two countries.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","rss_summary":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","post_summary":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postBodyRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
","postEmailContent":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n","postSummaryRss":"
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brett Snyder, President of Cranky Flier, to explore Summer 2025 capacity and frequency trends in the US market. The live panel discussed:
\n\n
\n
Capacity trends - is a domestic slowdown coming?
\n
Key international destinations - where is growth expected?
\n
Airline strategies and fleet decisions - how are they impacting growth plans?
\n
\n
WHAT'S THE SUMMER FORECAST FOR THE AVIATION INDUSTRY?
\n
The panel began by exploring global growth trends:
\n
\n
Capacity for this summer is expected to be 2.3% ahead of 2024
\n
For the year to date so far (January to March 2025), capacity is 2.7% ahead of the same months in 2024
\n
Summer capacity is expected to grow fastest in the Latin America and Asia Pacific regions, with increases of 4.6% and 4.3% respectively on Summer 2024
\n
\n
While discussing the data for the summer season, the panel stressed how this is a constantly evolving time for the industry, and that it's going to ultimately be tricky to predict how the market will behave over the coming months, weeks, and even days:
\n
\n
Despite the uncertainty, at this point in the discussion, John asked, \"Brett, you're very in tune with the market. If you had to give a synopsis of what's happening in the first three months of this year and how the next three months look, what would your perspective be of the current state of the aviation industry?\" (A tricky question to ask when, as Brett puts it, we don't know what's going to happen tomorrow!)
\n
\n
US Domestic and International Capacity
\n
The panel then dived into the data for US domestic and international capacity:
\n
\n
Some of the fastest growing cities this summer for domestic capacity are in Florida - Fort Myers, West Palm Beach, and Tampa. There is also strong capacity growth in California, San Francisco and Sacramento
\n
In terms of international capacity, Europe remains the most important market, with the UK the largest
\n
Strongest growth is coming from Italy, Ireland, Turkiye, Greece and Finland - all of which have seen double digit capacity growth this summer
\n
\n
Is Domestic Demand Softening?
\n
As the panel discussed the GDP forecast, the conversation turned to factors that may impact demand in the domestic market, including political and economic factors. To what extent will the cost of living and uncertainty in the US political system impact consumer confidence?
\n
\n
TO WATCH THE PANEL DISCUSSION IN FULL, CLICK TO VIEW THE Webinar Here:
Register below to stay informed about future webinars:
\n
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New Era of Enforced Capacity Discipline | Webinars | OAG","id":185840927908,"includeDefaultCustomCss":null,"isCaptchaRequired":true,"isCrawlableByBots":false,"isDraft":false,"isInstanceLayoutPage":false,"isInstantEmailEnabled":true,"isPublished":true,"isSocialPublishingEnabled":false,"keywords":[],"label":"A New Era of Enforced Capacity Discipline","language":"en-gb","lastEditSessionId":null,"lastEditUpdateId":null,"layoutSections":{},"legacyBlogTabid":null,"legacyId":null,"legacyPostGuid":null,"linkRelCanonicalUrl":"","listTemplate":"oag-theme/templates/blog-index.html","liveDomain":"www.oag.com","mab":false,"mabExperimentId":null,"mabMaster":false,"mabVariant":false,"meta":{"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\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\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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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
\n\n
In the webinar, the live panel take a look at the latest capacity position, how trends in inactive aircraft levels are emerging, and discuss where the greatest geographical impacts may be. They also explore the low cost sector and how that's evolving.
\n
A LOOK AT GLOBAL TRENDS
\n
First, the panel take a look at the state of global capacity now and the year ahead. When comparing Q1 2025 against the same quarter last year, capacity is up 5. 2 percent - and that's taking into account adjustments due to the leap year last year, which added an extra day in February. It's a good position to be in, John says - but the devil is in the detail:
\n
\"Asia is still very much in a recovery mode. We see that year on year, with another 10 million seats being added back into Northeast Asia, for example. Southeast Asia, another 10 million seats being added compared to last year. So a lot of the capacity growth is happening there. The consequence of that, though, using some of the data that we have, is that the average selling fares are falling quite significantly on those routes, which is good for travellers in Asia. But it is a bit of a warning about being careful about capacity and discipline.\"
\n
\n
Regional Variations in Airline Capacity Growth
\n
The landscape of airline capacity growth is far from uniform, with distinct regional variations shaping the industry. In 2025, regions such as Asia and Latin America are witnessing significant capacity expansions, driven by recovering markets and increasing demand for air travel, but other regional growth is more cautious.
\n
Looking at the graph, the panel note how one of the most interesting data points is North Africa, where we we've got a 7% increase in capacity and slight reduction in number of frequencies. \"So obviously someone is using larger aircraft and that someone tends to be the low cost airlines, and particularly European low cost airlines, who are actively developing their positions in North Africa particularly at this time of year. Then you compare and contrast with North America, where there's some very real concerns about the longevity of the ultra low cost airline model and where that is going and where it will end up. So, that's that's a lot more of a cautious market.\"
\n
\n
Enforced Capacity Discipline: Causes and ConsequenceS
\n
Enforced capacity discipline is emerging as a significant trend, impacting airline growth strategies globally. This discipline is often a result of factors beyond the airlines' control, such as delays in aircraft deliveries and maintenance issues. Regionally, this has led to varied impacts: while some Asian markets manage oversupply issues, other regions face constraints due to inactive fleets.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Brendan Sobie, Independent Analyst, Consultant and Writer at Sobie Aviation, to discuss an emerging trend in aviation of enforced capacity discipline and how it's impacting growth this year.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
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regional changes
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The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
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Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
\n
From looking back at a turbulent year in the industry to making predictions about what might happen as we move into 2025, the live panel began by taking a look at global capacity growth trends this year.
\n
Capacity Growth Trends in 2024
\n
As the aviation industry continues to rebound from the significant disruptions caused by the COVID-19 pandemic, capacity growth has emerged as a crucial indicator of recovery. In 2024, global capacity ended 6.3% ahead of the previous year, showcasing notable resilience. However, the industry is still grappling with the loss of five years of expected growth, a challenge compounded by ongoing supply chain disruptions.
\n
\n
regional changes
\n
The panel then discussed regional changes during the year. While four aviation markets are not yet back to 2019 levels (Southern Africa, South-East Asia, Eastern Europe, and Southwest Pacific) the fastest growing regions include Central Asia, Upper South America, and North Africa, all of which have double digit growth compared to 2019.
\n
\n
Predictions for 2025
\n
As the world began to open from COVID lockdowns, it was reported that air travel would not fully recover until 2025. With 2025 on the horizon, our panel gave their thoughts on what the industry will look like next year. What obstacles lie ahead?
For this month's aviation industry webinar, Deirdre Fulton and John Grant were joined by Gary Bowerman, Director of Check-In Asia, and Rebecca Francosky, Director Air Service Development at Hartsfield-Jackson Atlanta International Airport (ATL) to recap 2024's aviation trends and look ahead to what's in store next year for the industry.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","rss_summary":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
","postBodyRss":"
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
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Airline catering plays a pivotal role in the aviation supply chain, ensuring that passengers are provided with in-flight meals and that airports worldwide are well-stocked with catering supplies. It is an indispensable aspect of the aviation industry that requires meticulous resource management.
\n
During the busiest months, the demand on airline catering is significant, placing immense pressure on suppliers to deliver exceptional service. To meet this demand, companies like gategroup - the leading airline catering and retail-on-board supplier - engage in a daily preparation process that encompasses a multitude of complex operations.
\n
John Grant (Chief Analyst at OAG) speaks to Dave Ingram, Senior Project Manager at gategroup to discuss how they manage an intricate operation and the challenges they often face. Tune in now...
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","post_summary":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postBodyRss":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
","postEmailContent":"
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
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In this podcast, John Grant talks to Julian Roberts, President and CEO at Pascan Aviation - an independent regional carrier based in Quebec, Canada.
\n\n
The real heart of aviation is the small regional carriers, like Pascan Aviation, that provide connectivity to small cities and make sure that commercial business can continue in those communities.
\n
Pascan Aviation have worked their way through the pandemic and are now seizing new opportunities as they expand out from Quebec. Listen to this podcast where Julian Roberts explains the difficulties and challenges faced by regional airlines and the importance of being the \"people's regional airline\".
\n
Fasten your seat belt, sit back and tune in!
\n
You can also find the podcast on your preferred podcast provider, just search 'OAG On Air'.
\n
\n
\n
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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\n
","post_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","rss_summary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
\n
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Recommended:
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","postBodyRss":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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","postEmailContent":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
Or search for OAG On Air on your preferred podcast provider! 🎧
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Recommended:
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","rssSummary":"
With the global recovery well underway it's noticeable how many destinations are adjusting their strategies and products to be more environmentally friendly and, of course, sustainable.
In this episode, John Grant talks to Brent Hill, Chief Executive Officer at Tourism Fiji, about how the destination is changing its marketing, product offering and most importantly how it's recovering from a pandemic. For any island economy, air services are essential, and Fiji is one of the few destinations to have both a long-haul local airline and a mix of inbound international services.
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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","rss_summary":"
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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On this episode of OAG On Air, Campbell Wilson - CEO at Scoot, a Singaporean low-cost airline - joins John Grant to discuss aviation's journey to recovery, his experiences and insights from a 26 year career with Singapore Airlines Group, how Scoot is responding as Asia reopens and the new opportunities that have arisen.
Fasten your seat belt, sit back and tune in!
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
","postBodyRss":"
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
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Another year, another look at on-time performance for the world's airlines and airports and 2019's edition makes for some very interesting analysis, especially as sitting on top of this year's league is a brand new winner in airline punctuality.
\n
Dethroning 3-time winner airBaltic was no easy task, but in 2018, Copa Airlines topped the ranking as the most punctual airline in the world with OTP of 89.79%, becoming the first-ever Latin American winner of the League.
\n
In fact, it's been a brilliant year for South America as LATAM Airlines Group came first in our Mega Airlines category with on-time performance of 85.60%, climbing a remarkable seven places and knocking Japan Airlines off top-spot. The success follows in our Medium Airports category as Panama City climbs from 3rd to 1st.
\n
We also welcome five new entrants in the Small Airports category, with Minsk going on to claim first place, but it is Japan which continues its excellent standards by winning the Large Airport and Mega Airport categories with Osaka and Tokyo Haneda respectively holding onto the top spots.
\n
With so many airlines and airports anticipating this report, it's no wonder the Punctuality League is being recognised as the world's definitive measurement of on-time performance. There's plenty of hot topics and discussions set to arise from these results, so make sure you're part of the action and download your very own copy using the form at the top of this page.
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