AnadoluJet is a low-cost carrier providing domestic and international services from its hub at Ankara Esenboga International Airport, Turkey. The carrier was established in Apr-2008. Fellow Turkish Airlines Group member, SunExpress operates aircraft on behalf of AnadoluJet.
Location of AnadoluJet main hub (Ankara Esenboga Airport)
LCCs will continue to evolve into hybrids of the original core model. CAPA and OAG consider AnadoluJet fits the LCC profile and it is included in our reporting on this basis. Please note: when reporting for an airline is changed from or to LCC the historical data is not affected and it can lead to a distortion in the current reported data. Contact us if you have any queries.
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Benefiting both from a large and growing home market and from its strategy to increase transfer traffic, Turkish Airlines (THY) continues to achieve double digit growth in traffic and revenues. Nevertheless, THY reported a year on year drop in its operating profit in 2Q2014 for the fourth successive quarter (although net profit increased due to non-operating items). It was also the fifth successive quarter to suffer a fall in unit revenue (RASK, expressed in USc).
Although it has an efficient cost structure by FSC standards, it has struggled in recent quarters to lower CASK enough to offset downward pressure on RASK. In this report, we put THY's recent quarterly results performance into a more strategic perspective by looking at its strengths, weaknesses, opportunities and threats.
Turkish Airlines suffered wider losses in 1Q2014 as a drop in unit revenues negated the benefit of lower unit costs (both in USD terms). Capacity growth, in ASKs, was more than 21%, but revenues grew by only 15%. RASK was particularly weak in the domestic market, due to capacity growth (especially at Sabiha Gökçen, where it competes with LCC Pegasus) and currency weakness, and was also affected by the shift of Easter into April in 2014.
THY says that booking trends indicate a positive demand outlook and yield pressure should ease in 2H2014 after further weakness in 2Q2014. Losses in the seasonally weak first quarter are not unusual and the year 2014 should certainly end with THY in the black, but it looks likely to see a lower operating profit than in 2013.
No company that grows at double digit rates of volume growth can guarantee an ever upward path of profitability, but CEO Temel Kotil highlighted his priorities when he told analysts and investors at a presentation in Istanbul that the most important things were "profit, profit, profit".
In CAPA’s report on Turkish Airlines’ 3Q2013 results, we highlighted that RASK growth failed to beat CASK growth for the first time this year and suggested management would want to demonstrate this was not the start of a new trend. The airline has now provided some reassurance on this.
Beyond this issue, CEO Temel Kotil used the recent Turkish Airlines’ investor day to reiterate his strategy of using the carrier’s Istanbul hub to attract global connecting traffic flows, leading to growth ahead of the market, albeit with an increased focus on frequencies rather than new destinations in future. This strategy has similarities with those of the Gulf carriers, but is also underpinned by the significant Turkish home market.
The Turkish market includes strong competition in the shape of LCC Pegasus, but the return to profitability of SunExpress, jointly owned by Turkish Airlines (THY) and Lufthansa, provides THY with another option for facing this competitive threat.
Turkey’s second largest carrier, Pegasus Airlines, is steadily expanding its network with a focus on nearby Eastern Europe as demand in the Turkish market continues to grow rapidly. Based at Sabiha Gökçen International Airport in Istanbul, the privately-owned airline operates an extensive European and domestic Turkish network while also offering some services to the Middle East and Central Asia. Until recently Pegasus’ focus has been primarily on its domestic Turkish and international routes to Western Europe, but this is beginning to change. Eastern Europe is becoming the airline’s main focus with a number of new destinations added in recent months.
The European airline market was battered by the global financial crisis, recording a combined loss of USD4.3 billion in 2009, according to IATA. Europe's tepid economic recovery, the ash cloud crisis, difficulties in cutting capacity and massive structural changes within the short-haul market have conspired to make 2010 another challenging year. Losses are anticipated at USD1.3 billion in 2010, making it the only region to be unprofitable in an otherwise strong year for recovery elsewhere. But there are some bright spots in the region. In this report, CAPA reviews the European airlines expected to make waves in 2011.
European carriers are becoming increasingly concerned by the Middle East airline threat on their core international businesses. CEOs from British Airways, Air France and Lufthansa have all voiced their opinions lately, as Middle East airlines continue to expand their global networks. But the European flag carriers are not standing idly by. Several are rapidly expanding their presence in the Middle East, to maintain and/or grow their share of this promising market. Emirates is the clear market leader, with a 21.0% share of capacity on Middle East-Europe routes. Qatar Airways is the second largest, with 8.7%, while Lufthansa, British Airways and Air France have just 5.6%, 3.5% and 2.7% shares, respectively.