Air Ticket Offer Domestic 2016

National airline Consumer air fare report

Figures used for this quarterly bulletin are usually provided to the department about five or six month after the quarterly period it presents, and in some cases there will be issues with the figures provided by a freight forwarder, resulting in a longer period of delays in the publication of this quarterly bulletin. There will be no publication of a full account until the information from all the companies submitting the reports is considered correct and exhaustive.

From the fourth quarter 2015 onwards, the figures will only be released in MS Excel form. Latest edition is for first quarter 2018. Publication of the second quarter 2018 should take place sometime in October 2018. The site allows the general public retrieve and retrieve records for various timeframes according to user-defined searches.

Click on the following link to open new pages about the tabular data:

Domestic airline travel price averages

A Bureau of Transportation Statistics, Airline Origin & Destination Survey (10% Sample), DB1B_Ticket where the gross rate is zero, the travel price is greater than or equal to fifty U.S. dollars ($50), and the travel rate is less than or equal to three U.S. dollars U.S. dollars U.S. $3. Travel price: Mean prices are calculated on the basis of domestic travel prices, round trips or one-way rates for which no round trips are made.

Air fare is calculated on the basis of the ticket's aggregate value, which is the fare calculated by the airline plus any extra tax and charges imposed by an external company at the point of sale. Airfare includes only the fare purchased at the point of ticket acquisition and does not cover other charges such as luggage charges payable at the airports or on board the airplane.

The average values do not contain free or zero fare or some unusually high declared rates. In the first quarter of 2018, domestic air travellers from the USA rated the airports*.

Investigation of consumer air fares in Canada

In the past year, we saw a sharp decline in air fare due to fiercer competitive conditions, lower kerosene costs and airline switching to brand-based, de-bundled ticket delivery with lower basic tariffs and option charges (e.g. abandoned bags). In Canada, this tendency will persist as we saw domestic flights of C$508 in Canada, a decrease of about 7.3% in the domestic market (5% international) over the same period last year.

The decline, however, is much greater when expressed in US dollars (about 20%), with the domestic rate typically at 376 US dollars, reflecting the fall in petrol rates and even greater than the fall in air fares in the USA (closer to 15%). Combining searching information for each departure and arrival point in Canada, our Consumer Airfares Index provides a near real-time estimation of total air fares, as opposed to other similar indexes that can be delayed by several month.

The Consumer Airfare Index shows the cost of air fares that can be purchased in a particular monthly period, not necessarily for trips during that year. It can be hard to understand the dynamic of pricing because trip costs are displayed in both times - buying point and trip itinerary. The date of purchasing is used because it mirrors the amount the consumer pays at a particular point in particular, and we provide it alongside the default prepayment date to give an indication of how these rates can be translated into trip data.

Others take just the mean of all tariffs to show the total fare, which can distort the results towards more costly tariffs and give an impossible picture of actual flight costs. Instead, we use what we consider a "good deal" for each stretch to consider what the consumer can reasonably be expected to do.

Because our index is created and forecast at the original target levels, we can also deliver similar estimations for each mix of truck tours and gain insight into prices not only over a period of quality but also across different market segments. Using Bureau of Transportation Statistics montly PNR information, we make sure that each domestic leg is adequately reflected in the definitive index according to its proportion of overall use.

In forecasting our futures rates, we also take into account some important characteristics of our carrier rates. Firstly, within a given itinerary, fares vary with the number of passenger movements. Secondly, price changes are predictable with the season, in particular during the high season of summers and vacations. Obviously, much of this variability has to do with rising demands - but at times of the year, carriers can increase fares not only because there are more travelers interested in taking a flight, but also because the mean traveller is willing to spend more on his annual leave or on his journey home for the week.

Eventually, changes in pricing may continue, especially if there are framework factors that push up or down pricing, as these impacts may be distributed over several month. On the other hand, the opposite may be the case - after a sharp rise or fall in ticket rates, they will tend to move in the opposite directions in the coming few month.

Because such and similar dynamic are not always constant, we assess prospective fares at the source target levels to understand the uniqueness of fares for different itineraries. Obviously, it is not simple to predict the futures, and many elements that affect your rates are unpredictable. By using foreseeable elements such as patterns in air traffic flows, seasonality and recent activities in air fares, it is possible to gain insight into the near term of air fares.