If the war continues, which airline model holds up best? Carriers are grappling with restricted airspace, longer routings, and intensifying price pressure. What began as a broad market squeeze is now filtering into core operations, exposing a sharper divide in how low-cost carriers (LCCs), regular airlines, and new entrants absorb disruption and adapt to prolonged instability.

Where it hits first

“The first cracks typically appear in network planning and scheduling,” Richard Maslen, head of analysis at CAPA - Centre for Aviation, tells EnterpriseAM. Airlines are forced to reroute around restricted airspace and start trimming weaker routes with longer block times, which drags on aircraft utilization and makes rotations less efficient.

That pressure is already visible in day-to-day operations: Airlines have been canceling, delaying, and diverting flights as large parts of Middle Eastern airspace remain closed, with carriers across global corridors — including Indian carriers — pushed onto longer routes to Europe and North America.

The next question is whether demand can absorb the shock. Global carriers have started raising prices, trimming flights, and imposing surcharges as jet fuel prices roughly doubled after the conflict began.

LCCs have the smallest buffer

LCCs have the least room to absorb the shock: LCCs are likely to struggle the most as their price-sensitive customer base makes it harder to pass through higher costs. Budget airlines are expected to feel prolonged fuel and operating pressure first — their model leaves them far less room to absorb fuel disruption or inefficiency, Sindy Foster, principal managing partner at Avaero Capital Partners, tells EnterpriseAM.

“Low-cost airlines are ruthless,” John Grant, partner at Midas Aviation, tells us. Their model relies on cheap pricing to stimulate demand while keeping aircraft in the air for as many hours as possible, rather than waiting for connecting traffic — giving them an operational edge, Grant adds.

That’s why disruption hits them first. Once longer and less efficient routings eat into high aircraft utilization and tight cost control, the model begins to come under pressure, Maslen argues.

The model is already taking fire: Wizz Air has suspended multiple Middle Eastern routes from mainland Europe, and the budget carrier said the disruption would take about EUR 50 mn off FY 2026 net income. IndiGo and other Indian carriers have been pushed into longer, more expensive routings, while EasyJet has flagged softer bookings on conflict-adjacent leisure routes.

Regular carriers have slightly more room to maneuver

Network carriers are more insulated — at first. They’re usually not the first to take the hit, but they’re far more exposed to how the crisis unfolds operationally across the Gulf, Foster tells us. Their model relies on moving long-haul traffic through a hub smoothly and reliably. Once the flow is disrupted, the network stops functioning as it should. The carriers best placed in this kind of market — a disrupted operating environment — are those that can stay efficient without losing flexibility, Maslen tells us.

When the machine starts skipping: The impact shows up quickly with fewer flights, weaker connections, and aircraft sitting idle, Foster says. “Qatar Airways looks the most exposed right now, given the level of cancellations and grounded aircraft, and how much depends on Doha working smoothly,” she adds.

Does state backing shield airlines? Not quite. It can delay cuts by giving carriers time to keep some routes running, defend market share, and manage the shock more gradually, Foster says, but it doesn’t fix the disruption. State support doesn’t reopen closed airspace, revive demand, or stop aircraft from idling while costs continue to build.

Gulf carriers are running a different playbook

The Gulf’s “big three” are resilient, but they aren’t managing the war the same way. Emirates has taken a preemptive approach, trimming forward capacity, adjusting schedules months out, and downsizing aircraft on the same routes to match softer or less predictable demand, Maslen says. Qatar Airways and — to a degree — Etihad have leaned more toward preserving broader schedule integrity and making shorter-notice cancellations or tactical adjustments as booking trends evolve, he adds.

Capacity is the main lever, but operations crack first: Aircraft utilization and load factors are the clearest early indicators, followed by yield performance as airlines try to offset higher operating costs, Maslen argues. Across the market, capacity levels are already diverging: Emirates has recovered to roughly three-quarters of its pre-conflict capacity, Etihad to around half, while Qatar is still running at only about 20%, Maslen says.

Where do newer entrants fit in?

Openings in the disruption? A war-driven reshaping of air travel flows in and around the region could still create room for a new airline, even if the backdrop looks hostile, Edmond Rose, aviation consulting director at ASM Global Route Development Consultants, tells EnterpriseAM.

But it’s a much tougher launch environment now. Uncertainty raises capital risk and undermines early-stage network development, Maslen argues. That leaves any new entrant trying to build itself in a market that is moving against stability.

What’s next?

Traffic flows are starting to shift: The longer the conflict lasts, the more airline networks outside the Middle East are likely to be reshaped, as carriers redeploy capacity to capture demand that would otherwise flow through Gulf hubs, Rose says.

Rivals may step in to plug the gap: Some of the flow that once moved through regional airlines may start getting absorbed elsewhere. Singapore Airlines is adding extra flights to London for the summer to pick up traffic that might have otherwise connected through the Gulf. If the disruption drags on, some of the flow that once moved through Dubai, Doha, and Abu Dhabi may shift elsewhere, Rose tells us.

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