- CAPA Analysis
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- IATA Code
- ICAO Code
- Corporate Address
- Hangar 89, London Luton Airport,
- Main hub
- London Gatwick Airport
- United Kingdom
- Business model
- Low Cost Carrier
- Domestic | International
- Airline Group
- Part of EasyJet plc
- Association Membership
easyJet is one the largest low-cost carriers in Europe, operating on over 600 routes via its primary hub at London Gatwick Airport. Utilising an extensive fleet of more than 200 A320 aircraft, the carrier operates operates an extensive network throughout Europe as well as to northern Africa and Israel. easyJet is part of easyJet PLC, and is listed on the London Stock Exchange.
Location of easyJet main hub (London Gatwick Airport)
easyJet share price
LCCs will continue to evolve into hybrids of the original core model. CAPA and OAG consider easyJet 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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234 total articles
O'Leary: "Ryanair in robust good shape". Europe's highest margin airline despite revenue seasonality
Ryanair is on course to record a positive net income in both of its winter quarters for only the second time in eight years, consolidating last year's achievement. Its 3Q2016 net income more than doubled and it has yet again almost certainly closed calendar 2015 as Europe's most profitable airline by operating margin (even before many airlines report their results).
Since embarking on its programme to improve its product, network and customer service two years ago, Ryanair has achieved impressive results. Load factor has leapt forward, driving up unit revenue, while unit cost has remained under control. Interestingly, however, unit revenue growth has been highest in the already strong summer quarters. Although Ryanair is now achieving year round profitability, the seasonal variation in its revenues is even more pronounced than before.
FY2016 could be Ryanair's most profitable year in eleven years, and it also looks set to become Europe's largest airline group by passenger numbers in the next twelve months. As Michael O'Leary said of the airline that he has led for 22 years, "the business is in robust good shape".
EasyJet has let slip that winter profits are falling, in spite of fuel price reductions. For the first time, its trading update for Oct-2015 to Dec-2015 (1Q of its financial year FY2016) gives a cost per seat figure, in addition to the usual revenue per seat. Europe's second largest LCC did not announce a 1Q pre-tax profit figure, but it can be calculated from the other reported data that it dropped 25% year on year.
This was due to revenue per seat falling more than cost per seat. The weakness in unit revenue was the result of terrorist activity affecting demand in Sharm El Sheikh and Paris in Nov-2015. EasyJet actually performed better than expected on costs, but weak unit revenue has become a trend in recent quarters and is set to continue in 2Q.
Of course, the airline makes all its money in the summer, and so - large percentage changes in the small winter profits do not say much about the full year. EasyJet still expects a higher pre-tax profit this year, but the strong double digit earnings growth of recent years is becoming harder to repeat.
Europe has yet another airline trade body. It has been formed by Europe's three biggest legacy airline groups (Air France-KLM, IAG, Lufthansa Group) and its two largest LCCs (easyJet and Ryanair) to lobby European governments and regulators on airport charges, air traffic control issues and passenger taxes.
The six existing "airspace user associations" have already demonstrated unity on these matters through joint responses to the EU Aviation Strategy in Dec-2015 and Jan-2016. This leaves questions over the founding members' view of the new body's role relative to the old associations. Designed to increase the perception of industry unity, it avoids matters on which its founding members disagree, notably competition from Gulf airlines. Moreover, it has drawn a hostile response from the European airports' trade body, further highlighting divisions in aviation.
It is difficult to avoid the feeling that the new association changes little. Even its name lacks originality: Airlines for Europe, inevitably abbreviated for the digital age to A4E, is just an adaptation of Airlines for America. A4E will hope that A4A's loss of a key member (Delta) in 2015 is not a glimpse of its own future.
Paris Orly Airport: Air France shrinks as its LCC Transavia grows, but easyJet & Vueling grow faster
The Paris terrorist attacks on 13-Nov-2015 interrupted a healthy year of traffic growth at Paris Orly Airport but did not prevent it from posting record passenger numbers for the year. Its traffic suffered more in the global downturn than that of its larger sibling airport, Paris CDG, but it also recovered more strongly. However, Orly's growth has been slower than CDG's in the past two years, since Air France's network cuts at its number two airport have offset LCC expansion there.
As a low cost market Orly is relatively small, but it has the distinction of being an important base for the LCC subsidiary of two of Europe's Big Three legacy airline groups. It is the second largest base for Air France-KLM's Transavia, and the third largest for IAG's Vueling. However, both have much less capacity there than easyJet, for whom Orly is only the tenth largest airport.
Transavia's growth, while Air France shrinks, is little more than maintaining Air France-KLM's traffic at Orly. It is not maintaining the group's market share, since Vueling and easyJet are growing faster. A 2014 agreement with pilots limits Air France-KLM's room for manoeuvre.
Marseille is a port city on the French Mediterranean coast and one of the country’s largest conurbations.
Marseille Provence Airport handles both full service and low cost airlines (for which a dedicated terminal was constructed in 2006) and travel to and from North Africa makes up a large part of its passenger portfolio. It is in competition with a range of airports to the east, west and north, mainly medium sized ones such as itself, across distances varying from 170km to 400km.
This report looks at growth trends at Marseille Provence Airport, operational statistics, how it matches up to peer airport competition across a range of metrics, and at construction activities and ownership issues. Privatisation of the airport is likely, possibly within 2016; whether it occurs probably depends on prior privatisations at Toulouse, Nice and Lyon Airports.
Located at the gateway to the English West Country, Bristol Airport is the most significant of a clutch of local competing airports within a 100 mile (160 km) radius, including Exeter, Bournemouth and Southampton, each of them under different ownership. Only Birmingham Airport, about 100 miles distant, is bigger and, like Bristol, has a well defined catchment area. London Heathrow is located at a similar distance from Birmingham but is exempted from these comparisons.
Bristol Airport has grown to be the eighth largest in the UK, and construction is under way to permit it to handle 10 million ppa comfortably. The city and region it serves are prospering, but there is an uncomfortably high exposure to the LCCs and their whims.
This report looks at present and future growth trends at Bristol, how it matches up to competition across a range of metrics, at construction activities and ownership issues.