HOP!
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Lionel Guerin
Chairman
- Airline Status
- In-service
- IATA Code
- A5
- ICAO Code
- HOP
- Date established
- 31-Mar-2013
- Website
- http://www.hop.fr/en/
- Main hub
- Lyon-Saint Exupéry Airport
- Country
- France
- Business model
- Full Service Carrier
- Network
- Domestic | International
- Airline Group
- Part of Air France-KLM S.A.
- Frequent Flyer Programme
- Flying Blue
- Association Membership
- A4E
ERA - Codeshare Partners
- Air Corsica
Air France
Alitalia
HOP! is the full-service regional airline of Air France, combining Air France Regional, Airlinair and Brit Air. The carrier operates inter-regional routes in France and Europe with a fleet of aircraft seating 48-100 passengers each. HOP! operates over 500 daily services to over 130 destinations from Paris Orly and Paris Charles de Gaulle.
Location of HOP! main hub (Lyon-Saint Exupéry Airport)
8 total articles
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LCC Volotea Part 2: in a competitive space positioned between regional airlines and LCCs
26-Sep-2016 7:35 PM
Part 1 of CAPA's analysis of Spanish LCC Volotea highlighted its rapid growth, but noted that its load factor left room for improvement. The Spanish LCC flies almost two thirds of its seats in domestic Italy and France, but operates in a total of 12 countries and 66 airports across Europe. It concentrates on small and medium-sized airports, with Italy and France dominating its list of leading routes.
This second part of CAPA's report on Volotea looks at its generally favourable competitive position on its leading routes (it is the biggest airline on 15 of its top 20 routes). This positive competitive standing has been carried onto the majority of the 32 routes that Volotea has launched in the past year, although its low frequencies and very strong summer bias limit its appeal to business passengers and give it a leisure focus.
Volotea's average trip length sits between those of regional airlines and Europe's principal LCCs. This is evidenced by the fact that two of its most frequent competitors are Hop (Air France's regional airline) and Ryanair (Europe's leading LCC). Volotea's fleet strategy is now to replace its 125-seat Boeing 717s with 150-seat A319s. This will result in it butting up against LCCs more often.
Volotea Part 1: Spanish LCC, growing at ~40% pa - focussed on domestic Italy & France
25-Sep-2016 7:00 PM
Volotea is an unusual creature. It's a Spanish airline, but has almost two thirds of its seat capacity in domestic Italy and domestic France. It's an LCC, but mainly operates 125-seat Boeing 717 aircraft – much smaller than the 737-800 and A320 aircraft more typically flown by European LCCs. Nevertheless, more than four years after its 2012 launch, it is one of the fastest-growing airlines in Europe, with passenger growth of 39% in 2015 and a similar rate expected in 2016.
This first part of a two-part series on Volotea looks at the airline's growth record and load factor development. It analyses the geographic distribution of Volotea's capacity across Europe and examines its network of small and medium-sized airports. It also presents the airline's leading routes, which are dominated by Italy and France.
Part 2 of CAPA's analysis of Volotea will consider the airline's competitive position and its recent route launches. It will also analyse its low-frequency schedule and high seasonality levels, in addition to its fleet strategy.
Air France-KLM: 1Q margin gain beats IAG & Lufthansa, but lack of 2016 target betrays low confidence
6-May-2016 3:43 PM
Air France-KLM narrowed its operating loss in 1Q2016 – mainly thanks to lower fuel prices, and also helped by lighter downward pressure on unit revenue than was felt by either IAG or Lufthansa. This probably reflects its tighter capacity management. Moreover, Air France-KLM's operating margin improvement from a year earlier was greater than both IAG's and Lufthansa's.
However, Air France-KLM's margin remained well below those of its rivals, both for the group as a whole and also for its LCC subsidiary Transavia in comparison with the LCC divisions of the other two. Emphasising the uncertain outlook for unit revenue (and echoing comments made by both IAG and Lufthansa in this respect), it does not expect its relative strength in 1Q to continue throughout the year.
Furthermore, Air France-KLM is still the only one of the three leading European legacy airline groups without a 2016 profit target. It rightly continues to prioritise capacity discipline, unit cost reduction and the lowering of net debt, while working to gain pilot union agreement to vital productivity improvements. However, as the global industry is enjoying cyclically high margins, Air France-KLM's reticence over profit guidance reveals its lack of confidence. The incoming CEO, Jean-Marc Janaillac, will need to rebuild this.
Air France-KLM SWOT: more boldness needed to develop partnerships and to grow Transavia
10-Jul-2015 3:38 PM
Air France-KLM's 6M2015 passenger traffic figures indicate RPK growth of just 0.7% for the group, compared with 5.8% for IAG and 3.6% for the Lufthansa Group. With a passenger load factor of 84.2% for the period, Air France-KLM is filling more of its seats than IAG (79.3%) and the Lufthansa Group (78.3%). Its capacity discipline is welcome, but has been forced on it by successive losses.
Moreover, its poor financial track record highlights the challenges faced by Air France-KLM in making a profit from these seats - and cost cutting remains a priority. Key to this is labour productivity improvement. A recent agreement signed by KLM pilots is a positive step in this regard, by contrast with ongoing deadlock between Air France and its pilot union.
In this report, we consider Air France-KLM's main strengths, weaknesses, opportunities and threats.
We suggest that Air France-KLM should be more positive in developing commercial relationships with Etihad and Chinese partner airlines and more aggressive with the growth of its LCC subsidiary Transavia (if pilots allow it).
CityJet’s disposal by Air France-KLM is under way, but what will happen after the Intro?
25-Dec-2013 9:30 PM
On 19-Dec-2013, Intro Aviation made a firm offer to Air France-KLM to acquire its loss-making regional subsidiary CityJet (including CityJet’s subsidiary VLM). The deal is expected to close in 1Q2014 after consultation with employee representative bodies. According to the statement from Air France-KLM, the offer provides for “ongoing commercial co-operation with Air France as part of a new industrial plan”.
A wholly owned subsidiary of Air France since 2000, CityJet acquired VLM in 2007 and fully integrated it into its activities in 2009 under the CityJet brand. CityJet is an Irish-registered carrier with its head office in Dublin, although its main base is London City Airport, and VLM is a Belgian company.
CityJet’s biggest asset is its leading share of slots at the high yield LCY, which remains an LCC-free airport. Nevertheless, its perennial losses suggest a greater cost focus is required. Intro has a record of turning around under-performing carriers and then selling them. Does it already have an eye on its exit strategy?
Air France-KLM: over half way through 'Transform 2015' plan, "additional measures" are still needed
27-Jul-2013 3:13 PM
Air France-KLM reported its first positive second quarter operating result for five years as its Passenger segment enjoyed a return to the black, although medium-haul is still loss-making. Low-cost subsidiary Transavia, which now accounts for one fifth of the group’s narrow-body fleet, cannot seem to break into profit despite impressive load factors and growth in capacity and revenues.
In spite of the growing use of Transavia, the creation of French regional airline subsidiary Hop and the provincial bases project in France, the group’s medium-haul business will struggle to meet its 2014 breakeven target. The Cargo division also remains loss-making in spite of capacity cuts.
Although previously announced initiatives of the group’s Transform 2015 restructuring plan are on schedule, Chairman and CEO Alexandre de Juniac is considering additional measures to improve results in medium-haul and Cargo. These will be outlined at the end of Jul-2013 and announced in detail by Oct-2013. More than half-way through the restructuring programme, the more radical steps may still lie ahead.