Refueling of airplane at an airport. Fuel spending is expected to reach US$350 billion in 2026, up from US$252 billion in 2025.Airlines worldwide are facing a growing squeeze on profitability as higher jet fuel prices, geopolitical disruption and operational constraints drive up costs. Although carriers have raised fares and introduced other revenue measures, these increases have not always been enough to offset higher expenses.
The pressure is expected to continue into 2027, with airlines weighing further fare increases against the risk of weakening demand. The effects will vary by region, depending on fuel exposure, competition, capacity and the duration of disruptions to global energy supplies.
The International Air Transport Association (IATA) projected global airline net profit of US$23 billion in 2026, down from an estimated US$45 billion in 2025. It also forecast a net profit margin of just 2%, reflecting the impact of higher fuel expenses and disruption linked to the Middle East conflict. Fuel spending is expected to reach US$350 billion in 2026, up from US$252 billion in 2025.
US airlines struggle to recover higher costs
US carriers have raised fares as fuel prices climbed, but higher revenue has not fully protected profits. Reuters reported on 23 October 2026 that major US airlines were prioritising fares and profit margins over filling every seat. Passenger revenue increased, but sharply higher fuel costs forced several carriers to reduce earnings forecasts.
Frontier Airlines illustrates how far budget carriers are pushing fares to recover rising operating expenses. According to CNBC's report on 28 October 2026, the US carrier increased average fare revenue per passenger by 71% year on year to US$67.82 in the third quarter. Its fuel bill simultaneously surged 82% to US$425 million.
Passenger numbers nevertheless increased 18% to nearly 9.8 million, suggesting that demand remained resilient despite higher ticket prices. However, Frontier still recorded a net loss of US$104 million, compared with US$77 million a year earlier. The results demonstrate that higher fares and ancillary revenue can help airlines recover costs but may not be enough to protect profitability when operating expenses continue to climb.
UK and European carriers face fare pressure
European airlines face the prospect of higher fuel costs as existing hedging protection expires. Ryanair chief executive Michael O’Leary warned that European airfares could rise by 10% to 20% over the next 12 months as airlines contend with higher fuel expenses and fewer available seats.
The forecast, reported by Reuters, reflects Ryanair’s assessment of the European market rather than a guaranteed increase across all airlines and routes. However, it highlights the potential for a sharper rise in fares where capacity is constrained.
Middle East disruption affects global connectivity
The Middle East faces both higher fuel costs and operational disruption. Changes to flight routes and airspace availability can increase journey times, fuel consumption and operating expenses, while disrupting major connecting hubs between Europe, Asia and other regions.
The IATA industry outlook highlights the financial pressure that elevated fuel prices and regional disruption are placing on airlines.
Disruptions can force carriers to reroute flights, increase fuel consumption and extend journey times. They can also affect connecting passengers travelling between Europe, Asia, Africa and Australia through major Middle Eastern hubs.
The consequences extend beyond the region. When Gulf connectivity is disrupted, airlines elsewhere may attract passengers on alternative routes. However, those services can become more expensive if demand rises faster than available seats.
Asia-Pacific carriers face uneven pressure as fuel costs rise
Asia-Pacific airlines are also struggling to recover higher fuel expenses without losing price-sensitive passengers. However, the impact is not evenly distributed, particularly among South-east Asia's low-cost carriers.
A Business Times report published on 30 October 2026 highlighted the growing divide between independent budget airlines and carriers with access to government or parent-company support.
AirAsia and Lion Air, which have limited access to support from larger airline groups or governments, face greater direct exposure to higher fuel costs. By comparison, Garuda Indonesia's Citilink and Singapore Airlines' budget subsidiary Scoot benefit from being part of larger corporate groups.
The report cited aviation consultancy Midas Aviation, which found that South-east Asian low-cost carriers reduced capacity by 1.3% year on year in 2026, while full-service airlines increased capacity by 4.9%.
The capacity reductions were particularly pronounced in some markets. Low-cost carrier capacity fell 7.8% in Vietnam, 5.8% in Malaysia and 2.1% in Singapore. AirAsia reduced domestic capacity by 9.1% and international capacity by 1.1%, while Indonesia's Lion Air cut domestic seats by 15.2%.
Citilink, meanwhile, increased capacity by 30.7% from a relatively low base following funding support from Indonesia's state investment fund, Danantara.
The figures suggest that financial backing and access to capital can help airlines maintain operations and capacity during periods of elevated fuel prices. However, group support does not necessarily guarantee profitability. Scoot's operating loss increased to S$32 million for the quarter ended 30 June 2026, from S$17 million a year earlier, as passenger unit costs rose 21.7%.
For independent carriers, the pressure is more immediate. AirAsia has been budgeting for a prolonged period of high oil prices, highlighting the difficult choices facing low-cost airlines: reduce capacity, cut operating expenses or increase fares.
In Thailand, Asia Aviation's financial results showed that Thai AirAsia's second-quarter 2026 fuel expenses rose 43% year on year to THB5 billion. Average fares increased 27%, while seat capacity fell 13% to 5.14 million seats.
The figures illustrate the difficult balance facing low-cost airlines. Raising fares can help recover costs, but aggressive increases risk discouraging passengers. Capacity adjustments may protect profitability, yet fewer seats can also put upward pressure on fares when demand remains strong.
In India, IndiGo has also warned that fare increases are inevitable as fuel costs rise. Reuters reported on 29 October 2026 that fuel represented 37.8% of the airline's expenses in the quarter ended 30 September. The carrier said it would review flights individually and expected low single-digit capacity growth in the December quarter.
Profitability will shape airfares in 2027
The GBTA and ALTOUR 2027 Global Business Travel Forecast projects that average global business airfares will rise by 1.5% in 2027, following a projected 4.7% increase in 2026. The forecast suggests that price growth could moderate, although individual routes may see larger increases.
Airfares will depend on how quickly fuel markets stabilise, whether airlines restore capacity and how much additional cost they can pass on to passengers. Stronger competition may limit increases in some markets, while constrained capacity and persistent fuel expenses could keep prices high elsewhere.
For airlines, the challenge is to recover costs without undermining demand. For travellers and the wider travel industry, the risk is that higher fares will put pressure on holiday budgets, business travel spending and destination competitiveness.
With profitability under pressure, airlines are likely to keep fares and capacity under close review in 2027. The outcome will depend less on a single global price trend than on the interaction of fuel costs, competition and available seats in each market.
