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P.O. Box 1755
Addis Ababa, Ethiopia
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Addis Ababa-based Ethiopian Airlines is the national airline of Ethiopia. One of the leading airlines on the African continent, Ethiopian Airlines serves more than 60 international destinations across Africa, Asia, Europe, The Middle East, and North America, as well as operating an extensive domestic and international cargo network. Ethiopian Airlines became a member of Star Alliance in Dec-2011.
Location of Ethiopian Airlines main hub (Addis Ababa Bole International Airport)
1,227 total articles
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Ethiopian Airlines expands in West Africa with 737-800s at Togo affiliate ASKY & Lome-Newark service
Ethiopian Airlines is building up its West African operation, through expansion at the Togo-based affiliate ASKY and new long haul services from Lome to New York and São Paulo. ASKY is adding capacity to several of its 19 destinations as it takes delivery of two 737-800s, which will be the largest aircraft in its fleet.
ASKY took delivery of its first 737-800 in early Jun-2016, giving it a fleet of eight aircraft including three 737-700s and four Bombardier Dash 8 Q400s. ASKY plans to take delivery of a second 737-800 by the end of 2016, which will be used to replace one of its Dash 8 Q400s, driving a further increase in capacity.
Ethiopian resumed services from Lome to São Paulo in May-2016 and plans to launch services from Lome to Newark in early Jul-2016. ASKY is playing a critical feeder role for both long haul routes and its expansion also enables it to increase its share of the intra-West Africa market.
Africa is a region of huge opportunity - as has been observed for decades - but even bigger challenges. Africa’s airlines continue to struggle and collectively remain in the red while airlines in every other region in today’s favourable environment are profitable.
Structural changes and a new mindset from African governments are desperately needed. Political interference and government meddling in airlines is a common problem, as well as protectionism and unnecessarily high taxation.
In this report CAPA looks at the continued struggles of South African Airways and the new business models being pursued by Air Mauritius and TAAG – both of which are keen to develop new transit hubs. Ethiopian’s rapid growth and remarkable success highlight the opportunities in Africa that can be exploited with the right strategy.
Although there is something called an Open Skies agreement on the North Atlantic, there are still considerable restrictions on market access. The agreement between the EU and the US allows airlines from both sides to fly on any route and with no capacity limits between Europe and the US. There is now a similar agreement between the EU and Canada.
However, there is only a very small number of airlines operating passenger routes on the North Atlantic that are not based in either Europe or North America. For all the progress in liberalising market access within the EU and between the EU and North America, this highlights the considerable restrictions that still impede market access on a global basis.
According to OAG data, airlines from other regions operate only 2.5% of seats between Europe and North America in Feb-2016. This share falls to 1.4% in Aug-2016. This report presents the details of the eight airlines and 13 passenger routes involved. To put these numbers into context, OAG data indicate that in Aug-2016 there will be a total of 49 airlines and 458 routes between Europe and North America.
Boeing's 777-300ER was a late bloomer. The variant rolled out in 2002 and had its first delivery in 2004. Yet half of the variant's orders were placed in 2010 and beyond. Two of its record years of sales, 2007 and 2011, coincided with sharp rises in jet fuel, resulting in airlines accelerating retirement of their four engined aircraft. Boeing largely kept business within the family, as the 777-300ER effectively rendered the 747 obsolete; Airbus' A340 succession plan was not so clear.
The world's most powerful twin-engine has come to define the long haul fleets of its biggest operators. The largest, Emirates, operates 114 – almost as many as the next three largest operators combined: Cathay Pacific (53), Air France (40) and Qatar Airways (31). The -300ER variant has 796 orders, comprising over half of all orders for the 777 family. A late bloomer became popular. In Feb-2016 SWISS commenced 777-300ER services, its first time operating the 777. United and Kuwait Airways will also take their first -300ERs in 2016. Orders have slowed since the 777X came into the picture, and in Jan-2016 Boeing announced a production decrease. Boeing still needs to sell new 777s to bridge the production gap until the 777X, but airlines are focusing on growth through second hand acquisitions: British Airways is interested, while Turkish Airlines is taking Kenya Airways' -300ERs.
RwandAir sits in the backyard of two of Africa's three airline powerhouses (Ethiopian Airlines and Kenya Airways). It has been quietly constructing a regional Africa network with the aim of establishing its home at Kigali as a hub for the continent; 40% of the airline's traffic connects. Its hub aims were significantly heightened with ambitious if risky plans to launch long haul 787 services in 2017. But growing competition has caused the airline to believe it must establish a long haul network earlier if it is to carve a stake in the future. Long haul flights to China and India are being accelerated with an anticipated 2016 launch using A330s instead of 787s.
RwandAir will take a single A330-200 and A330-300 to provide balance between providing range and volume. Guangzhou and Mumbai are contenders, and are hoped to be served with local pick-up rights from Dubai, currently RwandAir's only destination outside of Africa. RwandaAir's small non-African destination count will have disproportionately larger size – and risk – in ASK and revenue terms. Regional Africa remains the carrier's heart. An additional 737-800 is planned for each of 2016 and 2017, giving the airline 12 aircraft by the end of 2017 and doubling its available seat capacity.
LATAM Airlines group continues to expand internationally as weak economic conditions within Latin America linger. The company has already slashed growth targets for Brazil, which is LATAM’s largest domestic market, and one of the weakest economies within the region.
LATAM’s latest round of international flights includes linking its Lima hub to Washington DC and proposed new service from Sao Paulo to Johannesburg. The company also aims to bolster its connections to the Caribbean with flights from Bogota and Brasilia to Punta Cana. Those new routes join other long haul additions in 2015 including Sao Paulo to Barcelona, Toronto and Cancun, Lima to Orlando and Santiago to Milan.
The moves show the balance LATAM is attempting to strike in building its network utility and deploying capacity to stronger markets while managing falling demand in weaker regions. Unfortunately, it appears the challenges within Latin America will remain in place for the short term as growth prospects for the region’s major economies have been refined downward for 2015, and modest growth is predicted for 2016.