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A low-cost carrier or low-cost airline (also known as a no-frills, discount or budget carrier or airline or cheap flight) is an airline that generally has lower fares and fewer comforts. To make up for revenue lost in decreased ticket prices, the airline may charge for extras like food, priority boarding, seat allocating, and baggage etc.
The term originated within the airline industry referring to airlines with a lower operating cost structure than their competitors. While the term is often applied to any carrier with low ticket prices and limited services, regardless of their operating models, low-cost carriers should not be confused with regional airlines that operate short flights without service, or with full-service airlines offering some reduced fares.
In due course, some airlines have actively sought to market and advertise themselves as low-cost, budget, or discount airlines while maintaining products usually associated with traditional mainline carrier's services which often result in increased operational complexity. Among these products which tend increase complexity to reduce efficiency are preferred or assigned seating, catering other items rather than basic beverages, differentiated premium cabins, satellite or ground based wifi internet, and in-flight audio video entertainment. As such by advertising themselves as low-cost, this branch and category of airlines seek to gain a competitive marketing advantage over other similarly priced air transportation carrier's products; even though in actuality fare prices for the passenger may be parallel to other airline options due to the associated add-on fees low-cost, discount, or budget; are increasingly accessing travelers to appear less expensive than traditional network or airline alliance linked carriers.
Business model 
Low-cost carrier business model practices vary widely. Some practices are more common in certain regions, while others are generally universal. The common theme among all low-cost carriers is the reduction of cost and reduced overall fares compared to legacy carriers.
Common practices 
Most low-cost carriers operate aircraft configured with a single passenger class, and most operate just a single type of aircraft. In the past, low-cost carriers tended to operate older aircraft, such as the McDonnell Douglas DC-9 and older models of the Boeing 737. Since 2000 fleets generally consist of newer, more fuel efficient aircraft, commonly the Airbus A320 or Boeing 737 families. These are extremely efficient aircraft in terms of fuel, training, maintenance and crew costs per passenger.
Aircraft often operate with a minimum set of optional equipment, further reducing costs of acquisition and maintenance, as well as keeping the weight of the aircraft lower and thus saving fuel. Ryanair seats do not recline and do not have rear pockets, to reduce cleaning and maintenance costs. Others have no window shades. Pilot conveniences may be excluded such as ACARS and autothrottle. Often, no in-flight entertainment systems are made available, though many US low-cost carriers do offer satellite television or radio in-flight. It is also becoming a popular approach to install LCD monitors onto the aircraft and broadcast commercials on them, coupled with the traditional route - altitude - speed information. Most do not offer reserved seating, hoping to encourage passengers to board early and quickly, thus decreasing turnaround times. Some allow priority boarding for an extra fee in lieu of reserved seating, and some also allow only the emergency exit rows to be reserved, again at an extra cost. The emergency exit seats have longer leg room.
Airlines often offer a simpler fare scheme, such as charging one-way tickets half that of round-trips. Typically fares increase as the plane fills up, which rewards early reservations. Often, the low cost carriers fly to smaller, less congested secondary airports and/or fly to airports in off-peak hours to avoid air traffic delays and taking advantage of lower landing fees. The airlines tend to offload, service and re-load the aircraft (turnaround) in shorter time periods, allowing maximum utilization of aircraft.
In Europe (and early in Southwest's history) luggage is not transferred from one flight to another, even if both flights are with the same airline. This saves costs and is thought to encourage passengers to take direct flights. Modern US-based low-cost carriers generally transfer baggage for continuing flights, as well as transferring baggage to other airlines.
Low cost carriers generate ancillary revenue from a variety of activities, such as à la carte features and commission-based products. Some airlines may charge a fee for a pillow or blanket or for carry-on baggage. In Europe, it is common for each and every convenience and service to have an additional charge. In other regions this practice is more limited.
Low-cost carriers are intended to be low-cost, so in many cases employees work multiple roles. At some airlines flight attendants also clean the aircraft or work as gate agents (limiting personnel costs). Southwest Airlines is well known for using fuel hedging programs to reduce its overall fuel costs. Some airlines eschew the use of gates that include jetways, since these generally cost more to lease.
Where permissible, some airlines have a disinclination to handle Special Service passengers, for instance by placing a higher age limit on unaccompanied minors than full service carriers. Often these airlines offer no refunds or transfers to later flights in the event of missed flights; if the aircraft leaves on time without a passenger who arrived late, he will have to buy a wholly new ticket for the next flight.
Low-cost airline principles:
All Low-cost airlines have a different service offering, by definition they offer some or most of the below.
- Standardized fleet (Lower training, maintenance costs. purchase aircraft in bulk)
- Remove non-essential features (Non-reclining seats, no pilot autothrottle, no frequent flyer schemes)
- Use of secondary airports (Lower landing fees, marketing support)
- Rapid turnaround (Less time on the ground, more flights per day)
- On-line ticket sales (No call-centres or agents)
- On-line check in (Fewer check in desks)
- Impose baggage charges (Less bags mean quicker loading of aircraft, extra revenue for checked bags)
- Do not use jet-ways (Avoid extra airport charges)
- Have staff do multiple jobs (Cabin crew also check tickets at the gate, clean aircraft)
- Hedge fuel costs (Buy fuel in advance when it is cheaper)
- Charge for all services (On board services, reserved seating, extra baggage)
- Do not use reserved seating (Slows down the loading of the aircraft)
- Fly point to point (Passenger transfers to other flights not accommodated)
Not every low-cost carrier implements all of the above points. For example, some try to differentiate themselves with allocated seating, while others operate more than one aircraft type, still others will have relatively high operating costs but lower fares. JetBlue for instance has in-flight entertainment (i.e. LiveTV) in every passenger seat. Other airlines are limited on what points they can implement based on local laws, such as Ryanair cannot remove window blinds from its aircraft as they are required to be fitted by the Irish Aviation Authority. As supply increases, this sort of differentiation by brand is one of the most important criteria for the future success of low-cost-carriers, since price-competition alone is not believed by many experts to be enough given the number of carriers.
As the number of low-cost carriers has grown, these airlines have begun to compete with one another in addition to the traditional carriers. In the US, airlines have responded by introducing variations to the model. Frontier Airlines and JetBlue Airways advertise satellite television. Advertiser-supported Skybus Airlines launched from Columbus in 2007, but ceased operations in April, 2008. In Europe, the emphasis has remained on reducing costs and no-frills service. In 2004, Ryanair announced proposals to eliminate reclining seats, window blinds, seat headrest covers, and seat pockets from its aircraft.
Pricing policy 
The price policy of the low cost carriers is usually very dynamic, with discounts and tickets in promotion. Like other carriers, even if the advertised price may be very low, it often does not include charges & taxes. With some airlines, some flights are advertised as free (plus applicable taxes, fees and charges). Depending on the airline, perhaps as many (or as few) as ten percent of the seats on any flight are offered at the lowest price, and are the first to sell. The prices steadily rise thereafter to a point where they can be comparable or more expensive than a flight on a full-service carrier.
Most airlines charge additional taxes and fees on their tickets. Some low-cost airlines have been known to charge fees for the seemingly ridiculous, such as levying a credit card charge where credit card is the only payment method accepted. Many consumers and governments consider this to be fraudulent, but some still allow this and similar practices.
Traditional perceptions of the "low-cost carrier" as a stripped-down, no-frills airline, as seen on Southwest Airlines, have been changing as new entrants to the market adapt the business model in new ways. AirTran Airways and Spirit Airlines offer a premium cabin while Frontier and JetBlue offer live in-flight television, sometimes for an extra fee. AirTran has XM Satellite Radio available at every seat. Frontier, JetBlue, and AirTran all use assigned seating. Some airlines even have services not available on some legacy carriers, such as mood lighting, found in Virgin America.
Some elements of the low-cost model have been subject to criticism by governments and regulators, and in the UK in particular the issue of "Unbundling" of ancillary charges by both low-cost carriers and other airlines (showing airport fees, taxes as separate charges rather than as part of the advertised fare) to make the "headline fare" appear lower has resulted in enforcement action. Believing that this amounts to a misleading approach to pricing, the Office of Fair Trading (OFT) in February 2007 gave all carriers and travel companies three months to include all fixed non-optional costs in their basic advertised prices. Although the full service carriers had complied within the specified timescales, the low-cost carriers have been less successful in this respect, leading to the prospect of legal action by the OFT.
Many low-cost carriers show a zero cost for some flights. Most charge additional fees for airport check-in, baggage check-in, 'handling charges', seat allocation and credit card processing. These charges are non-refundable even in the case of cancellation by the airline. Ryanair requires that passengers' airport purchases fit within their carry-on bag. "Hidden" charging has been satirised by the vocal trio Fascinating Aïda in a song called "Cheap Flights", describing a fictional flight from London Stansted Airport to Tralee in Ireland, that was especially popular at the Edinburgh Festival Fringe in 2011.
While tour and package operators have been offering lower-priced, lower frilled traveling for a large part of modern airline history, not until during the post Vietnam War era did this business model really escalate and take off. Through various ticket consolidators, charter airlines, and innovators in lower frills flying, such as Channel Airways, and Court Line, the traveling public had been conditioned to want to travel to new and increasingly further away and exotic locations on vacation, rather than short-haul trips to nearby beach resorts.
The first airline offering no-frills transatlantic service was Freddie Laker's Laker Airways, which operated its famous "Skytrain" service between London and New York City during the late 1970s. The service was suspended after Laker's competitors, British Airways and Pan Am, were able to price Skytrain out of the market.
In the United States, airline carriers such as America West Airlines which commenced operations after 1978, soon realized a cost of available seat mile advantage in relation to the traditional and established, legacy airlines such as Trans World Airlines and American Airlines. Often this CASM advantage has been attributed, solely to the lower labor costs of the newly hired and lower pay grade workers of new start up carriers, such as People Express Airlines, ValuJet, Midway Airlines, and their like. However, these lower costs, can also be attributed to the less complex aircraft fleets, and less complex route networks these new carriers began operations with, as well as the vastly less costly and freshly trained labor force.
To combat the new round of low cost and start up entrants into the very competitive and deregulated United States airline industry, the mainline major carriers and network legacy carriers strategically developed no frills divisions within the main airlines brand and corporate structures. Among these were MetroJet and Continental Lite. These so-called airlines within an airline however, proved to be very short lived, for the most part and a financial burden which were quickly disposed off when economic rationalization or competitive pressures subsided.
No-frills long-haul flights 
It has been suggested that the Airbus A380, able to hold up to 853 passengers in an all Economy layout, would enable true low-cost long-haul service. While the per-seat costs of such an aircraft would be lower than the competition, there are fewer cost savings possible in a long-haul operation and therefore a long-haul low-cost operator would find it harder to differentiate itself from a conventional airline. In particular, low-cost carriers typically fly their aircraft for more hours and flights each day, scheduling the first departure early in the morning and the last arrival late at night. However, long-haul aircraft scheduling is more determined by timezone constraints (e.g. leaving the US East Coast in the evening and arriving in Europe the following morning), and the longer flight times mean there is less scope to increase aircraft utilization by adding one or two more short flights each day. The business model comes with considerable fiscal risk, as seen in the many companies that have become bankrupt such as Laker Airways and more recent airlines.
In 2004 the Irish company Aer Lingus lowered its prices to compete with companies such as Ryanair on shorthaul, however it maintains a full service on transatlantic flights. Late in 2004 the Canadian airline Zoom Airlines also started selling transatlantic flights between Glasgow, UK; Manchester, UK; and Canada for £89; and Oasis Hong Kong Airlines £199 from London to HK. In August 2006, Zoom announced that it was to establish a UK subsidiary, to offer low-cost long-haul flights to the USA and India but the company suspended all its operations from 28 August 2008 due to financial problems related to high fuel prices.
Australia's Jetstar Airways has operated international flights since 2005, when it began services to Christchurch, New Zealand. In late 2006, more international services began. Departing from Sydney, Melbourne and Brisbane, it flies to popular tourist destinations within 10 hours of Australia such as Honolulu, Japan, Vietnam, Thailand and Malaysia. With the delivery of new aircraft, it hopes to fly to the continental US and Europe.
In April 2006, the industry magazine Airline Business analysed the potential for low-cost long-haul service and concluded that a number of Asian carriers, including AirAsia, were closest to making such a model work. On November 2, 2007, AirAsia X, a subsidiary of AirAsia and Virgin Group flew its inaugural flight from Kuala Lumpur, Malaysia to Gold Coast, Australia. AirAsia X claims that it is the first true low-cost long-haul carrier since the end of Sir Freddie Laker era.
On 26 October 2006, Oasis Hong Kong Airlines started flying from Hong Kong to London Gatwick Airport. The cheapest prices for flights between Hong Kong to London could be as low at £75 (approximately US$150) per leg (not including taxes and other charges) for economy class and £470 (approximately US$940) per leg for business class for the same route. From 28 June 2007, a second long-haul route to Vancouver, British Columbia was started. The company ceased operations on 9 April 2008, after over a billion Hong Kong dollars in losses.
In late 2007, Cebu Pacific, the Philippines' largest low-cost carrier, announced intentions to launch non-stop Pacific flights from the Philippines to the United States West Coast and other US cities by around mid-2009. The airline also intends to launch low-cost service to Middle East where around a million Filipinos are based and in Europe. Now, it plans to operate trans-pacific flights by the third quarter of 2013.
On March 11, 2009, AirAsia X started its first low cost long-haul service into Europe; to London Stansted, England. The daily flights to Stansted are operated by two leased Airbus A340-300 aircraft. A one way economy class ticket often costs £150 and the Premium class one way often costs £350. On 12 January 2012, AirAsia announced it would be suspending services to London on 1 April 2012.
The third largest European low-cost airline Norwegian, will start long-haul low-cost operations in the spring of 2013. Originally planned to start with new 787's, but due to Boeings 787 battery problems, they'll first start with a leased Airbus 330. The first 787 in Norwegian colors are already built, painted and ready for operation when the batteries are replaced.
No-frills shortest-haul flight 
On September 9, 2011, Easy Sky started operations in Honduras, using the low cost model, serving continental City of La Ceiba and the island of Roatán in the Western Caribbean using a Boeing 737-200. Flight time 8 minutes (40 NM). $ 24.95.
Low-cost business only carriers 
A trend from the mid-2000s was the formation of new low-cost carriers exclusively targeting the long-haul business market. Aircraft are generally configured for a single class of service, initially on transatlantic routings. Similarly, Midwest Express (later Midwest Airlines) operated this model for its domestic US routes until it was absorbed into Frontier Airlines in 2010.
Probably best described as "fewer frills" rather than "no frills", the initial entrants in this market utilized second-hand, mid-sized, twin jets such as Boeing 757 and Boeing 767 in an attempt to service the lucrative London-US Eastern Seaboard market:
- Eos Airlines, which ceased operating on 27 April 2008
- MAXjet, which has ceased its scheduled business flights, but is planning to restart as a luxury charter carrier
- Silverjet, which ceased operations on 30 May 2008
See also 
- Bamber, G.J., Gittell, J.H., Kochan, T.A. & von Nordenflytch, A. (2009). "chapter 5". Up in the Air: How Airlines Can Improve Performance by Engaging their Employees. Cornell University Press, Ithaca.
- "Definition of unaccompanied minors". Uk-air.net. 2012-01-27. Retrieved 2012-04-09.
- Strauss, Michael (2010) Value Creation in Travel Distribution
- "Ryanair cuts reclining seats; suitcases next to go - BusinessNews". www.smh.com.au. 17 February 2004. Retrieved 2009-03-10.
- [dead link]
- "UK | Action threatened over air fares". BBC News. 2007-06-16. Retrieved 2009-03-10.
- "FASCINATING AIDA - Cheap Flights". YouTube. 2010-07-01. Retrieved 2012-04-09.
- "Low cost airlines". Cheapflights.co.uk. Retrieved 2012-04-09.
- "Low-cost set for the long-haul". Flightglobal.com. 2005-04-01. Retrieved 2012-04-09.
- Aer Lingus: Travel Information - Long-haul[dead link]
- "Dream or reality?". Flightglobal.com. 2006-04-26. Retrieved 2012-04-09.
- "Directory: CebuPac’s next meal: Regional, US routes". Manilastandardtoday.com. Retrieved 2009-03-10.
- "Eos Airlines Ceases Operations". Btnmag.com. 2008-04-26. Retrieved 2009-03-10.
- Frary, Mark (2008-05-09). "Scheduled airline failure insurance anyone?". London: Travel.timesonline.co.uk. Retrieved 2009-03-10.
- "We are very sad to announce that from 30 May 2008 we will cease operations". Silverjet. Retrieved 2008-05-31.
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