When will airfares drop in Brazil?


Eduardo Sanovicz, President of Abear

That aircraft tickets are dearer in Brazil isn’t one thing to debate. The statistics show this post-pandemic enhance. In February 2017, the typical home tariff reached 430 R$ and at this time is in 630 R$. Nonetheless removed from R$900 in 2003, the primary yr of free fares in Brazilian aviation, after many years of tariff bands that merely diminished competitors between firms to nearly zero.

The success of the tariff liberalization was seen: along with the drop in ticket costs (the typical dropped from R$930 to R$430), the variety of tickets offered additionally skyrocketed. From 30 million in 2003 to a document 117 million in 2014 and 2015 (inside Brazil and the entire world). This yr, there have been dips in 2016 and 2017 and stabilization in 2018 and 2019, once we reached 119 million tickets offered (between home and worldwide).

  • What are the prospects for airfares to change into extra reasonably priced and passenger numbers to extend? The equation is advanced, however maybe in keeping with Abear President, Eduardo Sanoviczin an unique interview with PANROTAS.

  • When the Brazilian Airline Affiliation (Abear) first projected 200 million tickets offered per yr in Brazil, it focused 2020.

  • With the disaster within the sector between 2014 and 2019, this milestone has moved to 2027. Now the entity doesn’t dare to set a brand new date. However sure, the situations for the sector to develop once more and be democratic once more and never for the wealthy few.

  • The 2022 numbers present an apparent market restoration, much more so after the pandemic, however Abear’s delayed targets and a median tariff enhance of BRL 200 present that we nonetheless have rather a lot to get well and conquer.

Getty Photographs/FreshSplash


Even so, Sanovicz desires to indicate in numbers that aviation in Brazil doesn’t reside solely on costly aircraft tickets. They’re dearer, however with planning you will discover extra reasonably priced costs.

And the numbers show it:

  • Em October 2012the typical cost was R$ 558.43.

  • 57% have been tariffs beneath R$500.

  • 31% between 500 and 1,000 BRL.
  • Em October 2022the image has deteriorated, however not as a lot as one imagines.

  • 47.6% (down ten proportion factors) are tariffs under BRL 500.

  • 37.2% between R$500 and R$1000. And 15.2% are charges over R$1,000.

  • The common tariff for the given month was 638.36 R$.


The explanations for this tariff enhance are identified and extensively publicized by Abear:

– enhance in aviation gas: a liter of QAV jumped from R$ 1.85 in 2013 to R$ 4.92 in 2022;

– trade fee enhance: the greenback purchased R$ 2.16 in 2013 and R$ 5.16 in 2022 after a peak of R$ 5.40 in 2021;

– Pandemic losses (BRL 40 billion) that should be recovered as a result of Brazil, not like the US and different international locations, didn’t have a program to revive the sector, in lots of circumstances with an injection of sources;

– the shortage of harmonization of the foundations of the sector in Brazil in relation to the remainder of the world, as within the case of luggage charges (already resolved), however not but in circumstances such because the gas tax within the nation and the issues that result in the legalization of aviation, for instance in pure climate that paralyzes site visitors

– solely in Brazil, in keeping with Abear, is the airline accountable for these delays;

– additionally ICMS, charged by states, is a tax that, in keeping with Abear, solely exists in Brazil and makes the ultimate worth of the gas much more costly.

“If in the US gas makes up 22% of the ticket value and in Europe 24%, in Brazil it’s 40%,” explains Sanovicz.

PANROTAS / Filip Calixto


So how can we get again to extra aggressive aviation with reasonably priced costs and extra flights and passengers? For Sanovicz, when the airways handle to resolve the bottlenecks talked about above, when the situations of competitiveness will return and to make the method much more troublesome when Brazilians once more have the buying energy of years in the past.

For that reason, he and the presidents of Abear’s collaborators have already made an actual journey by means of the brand new ministries, as a result of all of it is dependent upon the financial coverage led by Fernando Haddad, passing by means of the Minister of Tourism Daniela Carneira, to ensure that extra flights and better competitiveness for the sector that is without doubt one of the pillars the trade it represents, proper right down to the Ministries of Mines and Vitality and Ports and Airports. The minister, who, by the way in which, has simply arrived within the tourism trade, has already taken the air ticket value agenda as one among her priorities.

Due to this fact, don’t anticipate a reduction for tomorrow, even with the compensation of flights misplaced within the pandemic. Rising prices, well-heeled Brazilian residents or company vacationers crammed into planes and an economic system that continues to falter are usually not the clear skies the sector expects.

President Abear additionally provides the significance of a tourism promotion program each nationally and internationally to help these progress situations.

Printed by MPA/Vosmar Rosa

Minister Márcio França and Eduardo Sanovicz

Minister Márcio França and Eduardo Sanovicz


See under a part of the chat we had with Eduardo Sanovicz, President of Abear on the subject of ticket costs and others which might be on the aviation agenda, such because the state of affairs at Congonhas (SP), Santos Dumont (RJ) and Galeão (RJ) airports.

PANROTAS / Emerson Souza

Eduardo Sanovicz

Eduardo Sanovicz

PANROTAS – There are a number of factors you made to make the sector extra democratic once more, together with aligning with worldwide apply, bringing the prices of Brazilian airways nearer to their international opponents… In different phrases, a really advanced equation. However is it viable?

EDUARDO SANOVICZ – Not a lot to select from. Both this alignment is completed or we comply with totally different laws and assume increased prices. It is about selecting what sort of aviation we would like.

PANROTAS – We’ve got seen some measures to scale back QAV from Petrobras and likewise to scale back ICMS in some states. However on a type of events you mentioned it was nonetheless inadequate. How will you be happy?

SANOVICZ – It’s inadequate as a result of all these processes, whereas optimistic, don’t get to the center of the issue, as is the case with gas costs. If we return to the prices of ten years in the past, the information exhibits that we are able to as soon as once more present entry to extra folks (in aviation). There are a number of facets, as I mentioned earlier than: kerosene, infrastructure, the consumption of Brazilians… Since 2013, kerosene has risen by 121%. The 11% discount isn’t sufficient to cowl this enhance. The trade fee (greenback) jumped from R$2.16 to R$5.16. The sector bears a lack of BRL 40 billion with the pandemic and we didn’t have a authorities help package deal like in different international locations. Every firm has chosen its personal restoration path. The PIS/Cofins exemption measure on ticket income (to be voted on by Could) will convey financial savings to the sector of BRL 530 million per yr, in keeping with calculations by the Federal Tax Workplace. So half a billion reals. And one other R$39.5 billion?

PANROTAS – You might be asking for compliance with the foundations of world aviation. However, are nationwide airways in step with world aviation indices and greatest practices?

SANOVICZ – We comply with the North American parameter, which is closest to our trade. Punctuality of Brazilian airways surpasses American ones. We had two nationwide firms, Azul and Latam, among the many most correct on this planet. Our bag drop fee matches the US and exceeds the European fee. We’ve got numbers to be pleased with.

PANROTAS – So is it unfair that many see aviation as a villain in the meanwhile on account of excessive tariffs?

SANOVICZ – When costs go up, and we have seen them go up, the buyer sees what’s in entrance of them. What are the airways like? They do not see Petrobras, the lawsuit that prices the sector R$100 million a yr, they do not see the foundations that solely exist in Brazil.

PANROTAS – Does the alignment of some measures with the worldwide customary of the trade give rise to any such notion? Some unpopularity as within the case of baggage that’s now not free…

SANOVICZ – Sadly, when there was a change from baggage to a system the place the value (of baggage) isn’t diluted for everybody, the associated fee explosion got here quickly after. Once more, it is a matter of deciding what sort of aviation we would like. And I am not theoretical, however quite goal. Given the appropriate situations, we are going to return to delivering merchandise with a decrease common fare, carrying extra passengers… We’re not pleased with this market actuality. We need to attain 200 million passengers. However firms should reside on it.

PANROTAS – Is there a fourth airline within the nation pushing costs down?

SANOVICZ – The market is open, together with for international traders (since 2018). When a market grows, everyone seems to be self-sustaining, as was the case with Aviancy, which grew throughout years when the trade was doing very effectively. When that market stops rising and prices go up, some will not be capable to keep afloat. We help competitors, together with the posting of foreigners, however I repeat that we’d like the situations to develop once more.

PANROTAS / Artur Luiz Andrade

Santos Dumont Airport

Santos Dumont Airport

PANROTAS – What’s Abear’s place in relation to the Santos Dumont/Galeão imbroglio, whose concession is paralyzed, and likewise in relation to the rise in flights in Congo, the place there’s already a really restricted passenger service construction?

SANOVICZ – With regard to Congonhas, we’re a regulated exercise and meet the necessities of the authorities. However we argue that Anac ought to situation this provide enhance on infrastructure enhancements. There’s nonetheless time for that, with changes involving all events. If not, all brokers concerned will should be extra alert and vigilant to keep away from incidents just like the current ones involving a jet that shut down an airport or a drone that disrupted site visitors. We’re in favor of the federal government’s airport concession program, the expertise is optimistic for passengers. The price of working these airports has elevated for airways, however we nonetheless suppose it is value it. Relating to the case of Galeão and Santos Dumont, we’re following it, however with out an opinion but, as a result of we have no idea what the proposal is, the mannequin. Personally, I feel the mannequin ought to have in mind the demand in Galeão, which is dependent upon the financial restoration of Rio, mobility issues, working prices and the everlasting downside of tourism promotion.

PANROTAS – Aviation by means of Abear sought numerous options with the federal government in isolation. In different circumstances, it’s related to tourism. How do you see the cooperation between aviation and tourism?

SANOVICZ – We be part of forces and proceed to help joint G20 initiatives. However it isn’t at all times potential to have measures that serve all sectors as a result of we’ve got totally different enterprise buildings. However we should transfer ahead collectively and deepen this closeness and customary packages. And perceive when there are measures that don’t go well with aviation or vice versa.

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