Air Transport Industry Definition

Published Date: 02 Nov 2017

CHAPTER 4

The air transport industry is the global network of commercial aircraft operators, airports, air navigation Service providers and the manufacturers of aircraft and their components. It is responsible for connecting the global economy, providing millions of jobs and making modern quality of life possible. The Air Transport Action Group (ATAG), based in Geneva, Switzerland, represents the full spectrum of this global business. ATAG brings the industry together to form a strategic perspective on commercial aviation’s sustainable development and the role that air transport can play in supporting the sustainability of other sectors of the economy. ATAG’s Board of Directors includes: Airports Council International (ACI), Airbus, ATR, Boeing, Bombardier, Civil Air Navigation Services Organisation (CANSO), CFM International, Embraer, GE Aviation, Honeywell Aerospace, International Air Transport Association (IATA), Pratt & Whitney and Rolls-Royce

Another definition of aviation industry defined by the FAA Aviation, therefore, is defined as activities related to mechanical flight, which include the operation, maintenance, design and production of fixed and rotary wing aircraft.

Aviation is a highly technical industry that overlaps with the space industry in a number of ways; however, it is important to distinguish between the two because, while they share certain functions such as manufacturing, they operate independently.

Air Travel Demand

Air transport is an integral part of the global economy. It is essential to understand how the sensitivity of air transport demand affects policy and economic decisions, to ensure that these decisions are made on a more effective basis

The demand for air travel is sensitive to changes in air travel prices and incomes. However, the degree of sensitivity (i.e. its demand elasticity) will vary according to different situations. Reliable estimates for demand elasticity are essential in order to ensure that air transport policies are effective (IATA)

Demand elasticity measure the change in the quantity demanded of a particular good or service as a result of changes to other economic variables, such as its own price, the price of competing or complementary goods and services, income levels and taxes.

The elasticity of air travel demand varies according to the coverage and location of the market in which prices are changed and the importance of the air travel price within the overall cost of travel.

The review of previous research found consistent results showing that air travel price elasticity on short-haul routes were higher than on long-haul routes. This largely reflects the greater opportunity for inter-modal substitution on short haul routes (e.g. travelers can switch to rail or car in response to air travel price increases). Air transport policy decisions run the risk of being ineffective, or even counter-productive, if the correct demand elasticity is not used. (IATA)

For example, a revenue-raising policy that raises the price of travel on a route (e.g. higher airport charges) will reduce passenger numbers more than expected if the price elasticity is under-estimated. The price elastic response to air travel price increases found at the route level means that demand falls at a proportionately higher rate than the increase in price.

Worldwide international and domestic revenue passenger kilometers flown grew 5.9% to a new high of 5.2 trillion kilometers in 2011. The growth of the past two years compares favorably with the 4% to 5% trend of the past 20 to 30 years. Contributing to the surge in air travel was a rebound from the recession of 2008 and 2009. Clearly, air travel demand remains robust despite slow economic growth in many regions. Nevertheless, despite the increased passenger demand, airlines struggled to make significant profits. Although revenues rose 9.4% to $598 billion, profits fell by almost half compared with 2010, to $7.9 billion. This was largely due to a sharp increase in the cost of fuel; the average price of a barrel of oil rose from $79 in 2010 to $111 last year.

Looking at 2012, rising oil prices and continued economic weakness, especially in Europe, appear to be the greatest threat to airline profitability. In 2011, airlines added 865 direct services, bringing the total number of direct airport-pair connections to nearly 35,000 by the end of 2011, but there was substantial geographical variation in passenger market performance. Latin American airlines saw the fastest growth, with an expansion of over 11%.

African airlines experienced the weakest performance, with barely positive growth, partly due to the impact of the Arab Spring on the north of the continent. Among airlines in the larger regions, North American carriers grew less than 3%, reflecting the maturity of their domestic markets and the lack of significant capacity growth. Growth for the Asia-Pacific airlines was over 5%, but down on the previous year’s performance, due mostly to the impact on travel of the tsunami and earthquake in Japan. European airlines saw the strongest growth, at 9%, among airlines in the three largest regions.

When looked at in isolation, the trends in domestic air travel have a different pattern. Representing just fewer than 40% of worldwide industry volumes, domestic aviation markets are dominated by the United States and China. The US market expanded just 1.3% in 2011. But the Chinese market grew almost 11%. This is because the intention and ambition of China in economic terms is clear not just from its statements but from the infrastructure and related investment. If, as is likely, the economic growth translates into domestic air travel and the propensity. The Indian market, which is one-twelfth the size of the US market, grew even faster at 16%. Brazil is another example of an emerging market with large potential. Growth there was almost 14% in 2011. Japan’s domestic market, conversely, shrank 15% because of the tsunami and earthquake in early 2011(International Air Transport Association Annual Report 2012 68th Annual General Meeting Beijing, June 2012 pg 12).

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Figure 4. Total passengers and air freight traffic

Source: IATA 2012 annual review.

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Figure 4.China – US domestic passenger market in Millions

Source: IATA

The fastest growing air cargo market in the world is between China and North America with an annual growth rate of more than 10% year on year since 1995. Around 40% of air freight shipped from China to the USA comprises consumer goods and 29% high-tech products, such as computer electronics. China is now the second largest air freight market after the USA, and depends increasingly on air cargo to get its high tech goods to market.

Revenues expanded to nearly $600 billion.

Airline industry revenues expanded 9.4% in 2011 to $598 billion, driven in equal part by a rise in volumes and an improvement in yield. Passenger and cargo revenues rose above prerecession levels, but the industry has lost around two years of revenue growth since early 2008.

In 2010, the network airlines had a strong boost relative to other airlines in the industry from the robust growth of long haul premium revenues and cargo. During 2011, there was further growth in the premium segment, but there was no longer the marked gain versus other segments. Cargo revenue growth slowed sharply in 2011.

Net posttax earnings were halved to $7.9 billion in 2011.

Airline earnings before interest and tax (EBIT) declined from the highs of 2010 to $16.2 billion (2.7% of revenues).

Although this decline was not as severe as the 2008 experience, at the net post tax level the impact was more marked. After debt interest, tax, and financial transactions, industry profits were more than halved from 2010 to a total of $7.9 billion, or 1.3% of revenues. Profits were squeezed by a combination of slower revenue growth and further large fuel cost increases.

The regional experience continued to be diverse. Asia-Pacific airlines delivered the largest absolute net profits and the highest EBIT margins for the second consecutive year. But within this region there was much variation, with significant losses in Indian domestic markets and substantial profit in Chinese domestic markets.

Next to Africa, the weakest performing region was Europe, where EBIT margins barely exceeded 1% on average. But again there is much variation, with the large quoted airlines in Europe delivering a similar performance to those in the United States.

US airlines saw their profits reduced in 2011, but they continue to generate EBIT margins close to 3% despite little market growth as a result of limited additional Capacity. Profitability in the US domestic market has been particularly robust as a result.

Elsewhere, the Latin American airlines continued to show reasonable profit, albeit at margins that were lower than in 2010. The Middle Eastern airlines saw only a minor reduction in profitability in 2011, as structural improvements at some airlines partly offset the rise in fuel costs.

C:\Documents and Settings\abu\Desktop\TOTAL NET PROFIT.png C:\Documents and Settings\abu\Desktop\BRENT OIL PRICE.png

Figure 4. Total net profits in $ billion Figure 4. Brent oil price $/barrel

Source: IATA source: Adapted from IATA

4. The economic benefit of aviation industry

In 2011 Aviation safely carries some 2.8 billion passengers and 48 million metric tons of cargo and supports 56.6 million jobs and $2.2 trillion in economic activity. As such, air transport is a vital component of modern life and integral to sustainable growth.

Global business and tourism rely on air transport. Access to international markets and the increasing globalization of production makes worldwide connections essential. The total value of goods transported by air represents 35% of world trade.

Beyond this, aviation makes a direct contribution to global GDP greater than most industries, including the pharmaceutical or automotive sectors. In 2010, the $539 billion it contributed would have placed air transport as the 19th largest country in GDP terms, approximately equivalent to Switzerland or Poland.

And the boon of connectivity goes further than these impressive figures to touch peripheral areas, such as encouraging investment and innovation and allowing companies to attract talent across borders.

The numbers do not include tourism, which would not be able to post its impressive figures without support from the airlines. In 2011, tourism generated $1.8 trillion in global economic activity and provided nearly 100 million jobs. Fully 51% of international tourism relies on air service, according to the World Travel and Tourism Council. Air transport plays a major role in developing nations, generating $490 billion in economic activity. Well over half of all the jobs aviation supports globally 35.9 million are based in developing economies. The industry’s economic impact will continue to grow. By 2030, it is forecast that 82 million jobs and $6.9 trillion in economic activity will have air transport at their root. The boost to the world’s economy from global aviation’s increased connectivity in the last 20 years. Increasing cross-border travel facilitates ever closer relationships, between countries and between individuals from different nations. Eased restrictions on the flow of goods and people would encourage even further integration. Airlines facilitate a global workforce and keep family members united. For example, over nine million Lebanese live abroad. Three million people of Lebanese descent live in the United States and around a million live in the São Paulo area.

Aviation brings them and their families together. Airlines also provide a means for labour mobility, which in turn lead to remittances, whereby migrant workers are able to send money home. Remittances are an important source of revenue for developing countries. In the Philippines, more than 10% of the domestic economy relies on remittances. In Tonga and Moldova the percentage is even higher.

Table 6. Some Industry contribution GDP comparison 2010

Industry

$Billions

Food & Drinks

1160

Chemicals

977

Air transport

539

Automotive

484

Pharmaceutical

445

Textiles

236

Source: IATA

Figure 6. Percentage Industry GDP contribution comparison

Source : IATA 2010 pg 16

Aviation’s global employment and GDP impact

The global air transport industry supports 56.6 million jobs worldwide and contributes $2.2 trillion to global GDP, equivalent to 3.5% of GDP (aviation beyond the border 2012).

The aviation industry itself is a major direct generator of employment and economic activity, in airline and airport operations, aircraft maintenance, air traffic management, head offices and activities directly serving air passengers, such as check-in, baggage handling, on-site retail and catering facilities.

Direct impacts also include the activities of aerospace manufacturers selling aircraft and components to airlines and related businesses.

The world’s airlines carry over 2.6 billion passengers a year and 48 million tonnes of freight. Providing these services generates 8.4 million direct jobs within the air transport industry and contributes $539 billion to global GDP. Compared with the GDP contribution of other sectors, the global air transport industry is larger than the pharmaceuticals ($445 billion), the textiles ($236 billion) or the automotive industries ($484 billion) and around half as big as the global chemicals ($977 billion) and food and beverage ($1,162 billion) sectors as you have seen in the figure….4. above (aviation beyond the border)

In the year 2010 the records show that about 8.4 million jobs directly generated by the air transport industry air transport also has important ‘multiplier’ effects, which mean that its overall contribution to global employment and GDP is much larger than its direct impact alone.

Indirect impacts includes employment and activities of suppliers to the air transport industry for example, aviation fuel suppliers; construction companies that build airport facilities; suppliers of sub-components used in aircraft; manufacturers of goods sold in airport retail outlets; and a wide variety of activities in the business services sector (such as call centres, information technology and accountancy). Over 9.3 million indirect jobs globally are supported through the purchase of goods and services by companies in the air transport industry. These indirect jobs contributed approximately $618 billion to global GDP in 2010.

Table 6. Aviation’s global employment and GDP impact

 

Employment (Mills)

GDP ($ Bills)

Aviation Direct

8.4

538.9

Indirect

17.7

1,156

Induced

22.1

1,444

Tourism catalytic

56.6

2,206

Source: IATA 2012

Induced impacts comprise the spending of those directly or indirectly employed in the air transport sector supports jobs in industries such as retail outlets, companies producing consumer goods and a range of service industries (such as banks and restaurants). Worldwide, nearly 4.4 million induced jobs globally are supported through employees in the air transport industry (whether direct or indirect) using their income to purchase goods and services for their own consumption. The induced contribution to global GDP is estimated at $288 billion in 2010.

Air transport also stimulates tourism which makes a major contribution to the global economy. It directly contributed $1.8 trillion to world GDP in 2011 and supported over 99 million direct jobs globally 3.4% of total employment. By 2021, the World Travel & tourism Council (WTTC) expects direct employment in the tourism industry to be more than 120 million people globally. Aviation plays a central role in supporting tourism, since over 51% of international tourists now travel by air to reach their destinations. Tourism is particularly important in many developing countries, where it is a key part of economic development strategies. In Africa, for example, the jobs of an estimated 2.5 million people directly employed in tourism are supported by overseas visitors arriving by air, representing 34% of all tourism jobs in Africa. Air transport continued to contribute a lot towards global tourism employment and GDP. In 2010 contributed 14.4 million direct jobs in tourism globally are estimated to be supported by the spending of foreign visitors arriving by air. This includes jobs in industries such as hotels, restaurants, visitor attractions, local transport and car rental, but it does not include air transport industry jobs.

Apart from direct contribution the air transport industry also contributed indirect another 13.2 million indirect jobs in industries supplying the tourism industry are supported by visitors arriving by air and on top of that it also contributed by induction way through the former direct and indirect tourism jobs supported by air transport generate a further 6.9 million jobs in other parts of the economy, through employees spending their earnings on other goods and services. Air transport supports 34.5 million jobs within tourism, contributing around $762 billion a year to world GDP.

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Figure 4.Global employment in tourism supported by air transport, 2010

source: aviation beyond the border 2012 pg 8

Competitive Advantage

Business aviation like any other firm plays its role on competition because every firm needs to expand the market share and increase profitability. Sector comes through two main channels: through the effects on domestic firms of increased access to foreign markets and increased foreign competition in the home market; and through the freer movement of investment capital and workers between countries.

Improved connectivity:

» opens up new markets and boosts exports while at the same time increases competition and choice in the home market from foreign-based producers, encouraging firms to specialize in areas where they possess a comparative advantage;

» can drive down costs and prices for firms that have a comparative advantage (such as innovative products and services), benefiting domestic consumers in the process;

» opens domestic markets to foreign competitors, which can also be an important driver for reducing unit production costs, either by forcing domestic firms to adopt best international practices in production and management methods or by encouraging innovation;

» can benefit domestic customers through competition by reducing the mark-up over cost that firms charge their customers, especially where domestic firms have hitherto enjoyed some shelter from competition. Improved connectivity can further enhance an economy’s performance by making it easier for firms to invest outside their home country, which is known as foreign direct investment (FDI). FDI necessarily entails some movement of staff: whether for technical know-how, management oversight, or servicing and meeting customers.

Increased connectivity also allows firms to exploit the speed and reliability of air transport to ship components between plants in distant locations, without the need to hold expensive stocks of inventory as a buffer.

Less tangibly, but just as important, improved connectivity increases passenger traffic and trade. This, in turn, can lead to a more favourable environment for foreign firms to operate in greater links to the outside world often drive a more conducive global business environment. In a survey of 625 businesses in five countries, respondents considered the absence of good air transport links to be one of the major determining factors in not making an investment. On average, 18% of firms reported that the lack of good air transport links had affected their past investment decisions. Of the investments that were affected, 59% were made in other locations with better air services, 18% went ahead anyway, but with significantly higher costs, while in 23% of cases no investment was made.

Innovation

Air transport is a technology-advanced industry heavily involved in the production of high-specification products which drives research and development in a number of areas. This focus on research and innovation across the sector not only leads to more efficient aircraft technology and operational practices — with associated environmental benefits — but also helps build research capacity at universities and skills across society. The benefits to society of research and development spending by the aerospace industry are estimated to be much higher than in manufacturing as a whole — every $100 million of investment into research eventually generates additional $70 million in GDP year-after-year. There is concern from aerospace industry leaders about the future threat of a lack of science, technology, engineering and mathematics graduates entering the labour pool. This is prompting resources to be focused on encouraging the next generation of engineers. Research conducted for the Aerospace Industries Association (AIA) suggests that aerospace contributes almost $100 billion in export sales to the USA’s economy and every dollar invested in aerospace yields an extra $1.50 to $3 in economic activity. The influence that aerospace has on the rest of the USA’s high-tech economy is also considerable. This explains why organisations such as AIA actively highlight initiatives to recruit and retain high quality workers, both to create new aerospace-centric jobs and as maintain the current levels of activity.

Highly-skilled workforce

Jobs in air transport cover a wide range of activities and skills. These include:» skilled work by technicians building and maintaining aircraft; » a diversity of technical engineering jobs from aircraft and engine design to component production; » air traffi c control and airspace design planning;

» logistics for airlines and airports;

» complex information technology systems on board aircraft and in areassuch as baggage handling systems design;

» service industry support jobs such as chefs in catering companies;

» creative positions in design and marketing;

» customer services occupations in airline ticketing, check-in, cabin crew and retail;

» manual labour on airfi elds;

» air traffi c controllers and pilots; and

» emergency response personnel at airports;

» leadership, management and executive roles.

As this list indicates, many roles in the air transport sector require a highly qualified workforce and a signifi cant amount of training. Value-added per employee in the air transport sector (direct employees, excluding non-airside activity at airports) generates 3.5 times as much value-added per employee than the economy as a whole indicating a more productive workforce. This is particularly true for the large populations of Asia-Pacifi c, Africa and Latin America. In addition, growth in the aerospace sector is helping to drive innovation and skills development in countries that have not normally been associated with aircraft manufacturing. In recent years, more than 100 aeronautics companies have chosen to establish aviation manufacturing, service and training facilities in Morocco, where the aeronautics sector currently enjoys annual growth of around 25%. According to the Moroccan Aerospace Industries Association (GIMAS)65, the country’s strategic position, close to Europe and at the crossroads of transport links between North America and Asia, has persuaded companies to invest in manufacturing sites and jobs in the country. Some 8,000 highly qualifi ed staff are now employed in centres cross Morocco by a number of companies including Aircelle, Boeing, Bombardier, Daher, EADS, Labinal, Le Piston Français, Ratier Figeac, SAFRAN Engineering, SNECMA, Souriau and Zodiac Aerospace. The sector off ers a diversifi ed industrial base, ranging from raw materials preparation and sub-structure manufacturing all the way through to avionics assembly and maintenance. Aircraft are manufactured predominantly from aluminium alloys, and Morocco has become an increasingly important centre for the manufacture of highly complex aluminium alloys, some of which are mixed with other metals such as titanium and nickel. The process involves a wide variety of design, development and manufacturing tasks, promoting skills development and innovation in this northwest African nation. Manufacturing is not the only activity dominating the Moroccan aeronautics sector. The creation of the Institute for Aeronautical Businesses (IMA) has opened the door to training future generations of the sector’s workforce. And GIMAS has an active programme of integrating research and development into an active national strategic partnership with national universities and international aeronautical research centres

4. 2Air transport employment and GDP in Africa.

The number of jobs created directly by the air transport industry is estimated to have reached 257,000 in 2010. · 113,000 people (44% of the total) work for airlines or handling agents (e.g. as flight crew, check-in staff, maintenance crew, reservations and head office staff).

21,000 people (8.5%) work directly for airport operators (e.g. in airport management, maintenance, security, operations), while 104,000 (40%) work on-site at airports for government agencies such as customs and security, or provides services in retail outlets, restaurants, hotels, etc. · 19,000 people (7.5%) are employed in the civil aerospace sector (manufacture of aircraft systems, components, airframes and engines). » In total (direct, indirect and induced impacts), air transport supports 688,000 jobs and over $21 billion to African GDP.

» In addition, there are nearly six million jobs supported through the catalytic impacts of travel and tourism. Worldwide, Africa represents 12% of the total jobs and 3% of the GDP generated by the air transport industry, including the catalytic impacts.

Recent studies by Oxford Economics have quantified the significant economic impact that aviation generates across some of the major African markets. For example, in South Africa it is estimated that aviation directly contributed 56,000 jobs (0.4% of employment) and made a value-added contribution to GDP of ZAR 20.1 billion (0.8% of economy GDP) in 2009. In addition, regional economies derive substantial benefits from the spending of tourists travelling by air. Including this catalytic impact and the indirect and induced impacts of aviation activity increases the impact of aviation on GDP in South Africa to ZAR 74.3 billion (3.1% of GDP). Forecasts indicate that this impact is set to grow rapidly over the next 20 years. Passenger numbers in Africa are expected to expand from 67.7 million in 2010 to 150.3 million in 2030, with RPK growing at an average annual rate of 5.1%. Meanwhile, cargo volumes are projected to rise at a similar rate of 5.2% per annum. Such an expansion in activity should generate significant economic returns. Oxford Economics forecast that aviation’s direct contribution to GDP in Africa will increase by 5% per annum in real terms over the next 20 years helping to create an additional 66,000 jobs across the region by 2030. Moreover, when also accounting for catalytic effects in terms of increased tourism receipts, real GDP growth is projected at 7.3% per annum with implied job creation of 879,000.

Ensuring that aviation’s growth potential is fulfilled will require policymakers to overcome a number of challenges. Infrastructure investment is not as pressing as elsewhere, although some of the region’s larger airports do appear to be suffering from capacity constraints. However, skills shortages are posing a considerable short-term obstacle to growth with a lack of adequately trained pilots and other technical staff being a key area for attention.

Table 4. Africa's jobs and GDP generated by air transport, 2010

 

Employment (Mills)

GDP ($ Bills)

Aviation Direct

0.26

8.04

Indirect

0.54

17.24

Induced

0.69

21.49

Tourism catalytic

6.68

67.83

Source: aviation beyond the border 2012 pg 23

Despite of good progress on performance of Africa’s share of global passenger traffic in 2010 remains at very low level compared to the world representing only 3% of the global passenger traffic. Likewise Asia-Pacific represented 34%, Europe 27%, Latin America 6%, Middle East and North America 27% of the global passenger traffic in the same year 2010. However the Projected annual growth rate for international traffic by region, gives good prediction for Africa of better performance compared to Europe and North America such that the projected annual growth rate goes beyond the world average in the near future between the period of 2010 – 2015( aviation beyond the border 2012 pg 26).

Despite some turbulence in the global economy, the Asia-Pacific region has demonstrated considerable resilience in maintaining a faster pace of economic growth, with aviation playing a leading role in enhancing both regional and international connectivity. Oxford Economics forecast that aviation’s direct contribution to regional GDP will increase by 6.4% per annum in real terms over the next 20 years, helping to create an additional 1.4 million jobs across the region by 2030. Moreover, when also accounting for catalytic effects in terms of increased tourism receipts, real GDP growth is projected at an even more impressive 8.4% per annum, with implied job creation of 4.6 million.

Key drivers of the robust expansion of the region’s air transport market include steadily rising incomes, and rapid urbanisation of the very large populations in China and India, as well as the other dynamic Asian economies. By way of illustration, recent studies by Oxford Economics have quantified the significant economic impact of aviation throughout the region, despite widely differing income levels. For example, in Thailand, in 2009, aviation directly contributed 79,000 jobs (0.2% of employment) and made a value-added contribution to GDP of THB 64 billion (0.7% of GDP). In Singapore, aviation directly contributed 58,000 jobs (2% of employment) and made a value-added contribution to GDP of S$ 8.7 billion (3.3% of GDP). Finally, in India, aviation directly contributed 276,000 jobs (0.1% of employment) and made a value added contribution to GDP of INR 147 billion (0.2% of GDP). In addition, regional economies derive substantial benefits from the spending of tourists travelling by air. Including this catalytic impact and the indirect and induced impacts of aviation activity increases the impact of aviation on GDP in Thailand to THB 818 billion (8.9% of GDP), in Singapore to S$ 23.5 billion (8.9% of GDP) and in India to INR 912 billion (1.5% of GDP).

The spectacular growth of Asia-Pacific aviation has been underpinned by progressive liberalisation of air services, and this trend is expected to continue, with further developments including multilateral agreements within the ASEAN countries, as well as expanding bilateral relations amongst other countries in the region and around the world.

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Figure 4.Projected annual growth rate for international traffic by region

Source: aviation beyond the border 2012 pg 23

4... Airline Rankings 2011

Scheduled Passenger - Kilometres Flown

International

Rank

Airline

Millions

1

Emirates

153,264

2

Lufthansa

135,479

3

Delta Air Lines

124,415

4

Air France

123,106

5

British Airways

114,158

6

 Ryanair

93,858

7

Cathay Pacific Airways

91,990

8

Singapore Airlines

86,400

9

American Airlines

83,643

10

KLM

82,047

Domestic

Rank

Airline

Millions

1

Delta Air Lines

145,309

2

Southwest Airlines

134,918

3

American Airlines

119,842

4

China Southern Airlines

101,673

5

United Airlines

86,450

6

US Airways

72,515

7

Continental Airlines

66,809

8

Air China

58,540

9

China Eastern Airlines

54,132

10

JetBlue

42,148

Total (International + Domestic)

Rank

Airline

Millions

1

Delta Air Lines

269,724

2

American Airlines

203,485

3

United Airlines

160,270

4

Emirates

153,264

5

Lufthansa

140,972

6

Southwest Airlines

134,918

7

Air France

133,035

8

Continental Airlines

131,583

9

China Southern Airlines

121,944

10

British Airways

116,864