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Turkish Airlines’ total revenue increased by 30 percent during the first half of this year, reaching $6 billion by June. It comes on the back of a previous period of growth in 2017. Its latest growth was due to an increase in both passenger and cargo revenue, but this isn’t the whole story. Two essential components have driven TA’s future growth more than anything else.

Turkish airlines growth – going from strength to strength

Turkish Airlines, currently operates flights to 49 domestic and 255 international destinations worldwide. That’s over 122 countries and 304 map point destinations. It has secured an excellent foothold connection Europe to the Middle East via its hub in Istanbul and offers a range of attractive business products such as Premium Economy.

However, it also repeatedly rates low on important elements such as ground based customer service. And even its in-flight manner leaves many complaining of a lot to be desired, so baring this in mind, is Turkish Airlines growth sustainable? I think, possibly so, and here’s why.

Reason 1 behind Turkish Airlines growth – their fleet

In a time of recession, new plane delivery delays and growing back orders, Turkish Airlines’ fleet is already one of the youngest in the market. It’s also huge. TA has 325 aircraft, including 215 narrow body planes and 92 wide bodies, something for every route.

Still, the airline has committed to buying 167 more aircraft (92 Airbus A321neos, 65 Boeing 737 MAX 8 and 10 Boeing 737 MAX 9s) in the next five years. It was going to take 32 aircraft in 2018, but as these were specific to a dometic product (which did see some downturn) the company has delayed. Nevertheless, even by conservative estimates, the new additions will bring the overall fleet number to 500 planes by 2023.

Reason 2 behind Turkish Airlines growth – Erdogan airport

If you’ve ever accidentally booked Sabiha Gokcen instead of Atatürk, news of the planned super hub Erdogan airport will come as relief. Sabiha (home to the often cancelling Pegasus Airlines) is on the Asian side, and a nightmare to use. A short ride taxi into the city can easily take two hours as the traffic completely stops at rush hour. But the more popular Atatürk is in an urban area and has simply reached full capacity and has no chance of growing.

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By comparison, Erdogan Airport will be the largest airport in the world and it’s on the ‘right side’ of the Bosporus. More over, it’s actually on track to open on schedule – hopefully this year – most likely this winter. And as the flag carrier, Turkish Airlines is going to make the Erdogan super hub airport its home.

Is this enough to ensure Turkish Airlines profit?

It’s hard to over emphasis how much market confidence these two elements create. While Turkish airlines profit is strongly linked to its domestic market dominance and all routes across the two continents, it does suffer from a personality problem. Without this delivery of new aircraft looming and its place assured at Erdogan, Turkish wouldn’t see this kind of confidence.

But customers do back winners. Whether they’re foot passengers or cargo B2B users, sometimes size does matter. As I said, Pegasus cancels – all the time – due to a lack of takers and most business travellers just can’t take the risk.

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With a new fleet and a new airport, we’ll put up with the terrible customer service just a little longer.