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Southeast Asia airline sector endures a rough and unprofitable 2014 but outlook for 2015 is brighter

21-Apr-2015 1:17 PM

Challenging market conditions and overcapacity have taken a huge toll on Southeast Asia’s airline sector. An overwhelming majority of the region’s airlines were unprofitable in 2014 across both the low-cost and full-service models.

Only seven of Southeast Asia’s 18 publicly traded airlines or subsidiaries/affiliates that report financial results were profitable on an operating basis in 2014. Combined, this sampling of 18 airlines incurred operating or EBIT losses of nearly USD1 billion in 2014 compared to a slight profit of about USD150 million in 2013.

The big year-over-year swing is a reflection of the challenging market conditions throughout the region as it metamorphoses. Of the 18 airlines in this sampling, only six achieved improved operating figures in 2013, including four from the Philippines.

CAPA hosts major US-Gulf airline debate; Emirates, Etihad, American, Delta, FedEx, pilots, tourism

20-Apr-2015 6:24 PM

Delta Air Lines' Shanghai hub plans: replicating the Amsterdam-KLM relationship will be difficult

20-Apr-2015 12:31 PM

Scoot plans Kaohsiung-Osaka & Bangkok-Sapporo as long-haul LCCs focus on fifth freedom opportunities

17-Apr-2015 8:25 PM

Why don’t women run airlines? Part 2: What do women do? A better corporate culture needed

17-Apr-2015 8:00 PM

Australia domestic airline market outlook: Qantas Group reins in capacity as Virgin continues growth

17-Apr-2015 4:17 PM

Long haul LCCs on the North Atlantic. Ryanair's Michael O'Leary has talked EUR100 fares

17-Apr-2015 3:27 AM

Hybridising To Capture The Corporate Dollar

Like moths to the flame, most LCCs have eschewed their original religious purity of cost-is-everything, instead recognising that improving yields is a much easier way of making money. However, the real danger in making that strategic leap is that the aggressive focus on keeping costs low is lost, along with the competitive margins against their legacy competitors – who were also busily reducing their costs. The most obvious steps in this evolution were forced on the long-haul low-cost airlines. On long-haul it was harder to maintain a cost differential against the legacy airlines, which were able to achieve greater utilisation, a key cost saving item, using large widebodies. So adding a little to the yield profile became essential and a few larger or near-lie flat seats were added at the front, followed by airport lounges and so it went.Similarly, as short-haul LCCs became ubiquitous and the corporate market grew more price sensitive post-GFC, that product became an obvious corporate target. Not much needed to be done to adapt for point-to-point services; the economy in-flight product was by now not so different from the full service competitors; OTP and frequency were often similar or even better. Just a change of focus and point of sale, with some frills – easy…This panel looks at each side of the equation, corporate buyers, LCCs, full service airlines and intermediariesModerator:Association of Corporate Travel Executives (ACTE),President, and Troovo CEO, Kurt KnackstedtPanellists:

Aer Lingus,Chief Revenue Officer, Mike Rutter
easyJet,Group Commercial Director, Catherine Lynn
CWT,Director, Air Solutions EMEA, Maxime Marembaud
Travelport,Senior VP & Managing Director, Derek Sharp

Redefining Airport Hubs: Connectivity - The Next Vital Piece In The Industry's Advancement

Disruption! Where's the next world-changing innovation coming from? What lies ahead for travel and aviation?

Airlines in Transition 2015 Roundtable Dinner: Ownership and Control

The Evolution Of Airline Groups

Low-Cost And Full Service Airlines Transitioning To A New World
Airline Leader