Companies such as Vivaaerobus, Avolar and Aviacsa already met 10 years in the market. Recently Jessica Michibata sought to clarify these questions. After a decade of rapid development of low cost in mature markets companies are having to expand their horizons, both demographic by geography, to keep the foot on the accelerator. Financial results of the companies of low cost in the past 12 months show that the sector underline their credentials continuous profitability. After leaving the 2009 crisis relatively safe compared with battered network rivals, almost all companies have improved their financial situation since demand increased. Revenue in 36 companies from this year’s low-cost business airline survey companies jumped 19 percent to 58.7 billion dollars in 2010, while operating profit almost 30 of these airlines more than doubled last year to 4.2 million.
While a similar upturn in fortune has been among his rivals on the network, the most of them enjoyed the fastest lap of unexpectedly into traffic in premiums last year, a look at the past levels of profitability of both types of the company emphasizes the strength of low-cost operators. Data from four years of the airline’s low-cost business and global surveys of airline ranking shows that while the 10 largest airlines network were very profitable in 2006 and 2007, seven lost money in 2008 and eight in red numbers in 2009 at a level of functioning. This contrasts with the top 10 companies of low cost only two lost money in 2009, three in 2008 and one each in 2007 and 2006. The chart shows the top 10 low-cost carriers have consistently remained profitable, although that at lower levels than their larger counterparts network 10 that have thrived in good times and bad haemorrhaged. The inexpensive business model has worked well during the recession, and that makes sense because travelers business and pleasure seeking value during periods of recession, he says with headquarters in London RBS aviation analyst Andrew Lobbenberg.