The recent decision by several of Europe's leading low-cost carriers—including Ryanair, easyJet and Wizz Air—to reduce capacity, suspend routes or scale back operations in Türkiye has sparked renewed debate across the country's tourism and aviation sectors.
The cancellation of selected services from destinations such as Bodrum, Dalaman and Istanbul has raised a broader question: Is Türkiye still a competitive market for foreign low-cost airlines?
While commercial considerations undoubtedly influence airline network decisions, industry observers argue that the issue also reflects the balance between Türkiye's long-standing aviation policy and its tourism growth objectives.
A regulated market rather than an Open Skies model
Unlike many European Union member states, Türkiye does not operate under a fully liberalized Open Skies regime. International airline services are governed through bilateral air service agreements, traffic rights, frequency allocations and airport slot availability.
This framework has played a significant role in the development of Türkiye's domestic airline industry. Today, Turkish Airlines ranks among the world's leading network carriers, Pegasus Airlines has established itself as one of Europe's largest low-cost airlines, SunExpress is a major player in leisure aviation, and AJet continues to expand in both domestic and international markets.
Many industry stakeholders therefore view Türkiye's policy of supporting its national carriers as an important component of the country's aviation strategy.
Cost competitiveness remains a challenge
At the same time, foreign low-cost airlines often face different operating conditions from their Turkish competitors, particularly regarding airport charges, incentive schemes and overall operating costs.
Istanbul has become a focal point of this discussion.
Many European low-cost carriers serving Türkiye operate through Istanbul Airport (IGA), whose landing fees, passenger charges and operational costs are considered among the highest for major European hub airports.
For airlines such as Ryanair, easyJet and Wizz Air—whose business models depend on minimizing operating costs—such cost structures can significantly affect route profitability. Across Europe, these carriers typically rely on secondary airports to maintain their low-cost model, an option that is more limited in Istanbul.
Some industry observers therefore suggest that expanding operational opportunities for foreign low-cost airlines at Sabiha Gökçen International Airport (SAW) could improve competitive conditions. Following the opening of its second runway, the airport's capacity has increased, potentially allowing additional slot allocations.
A similar approach could also be considered for tourism-focused airports such as Antalya, Bodrum, Dalaman and Gazipaşa, particularly during the low season through more competitive airport charges, flexible traffic rights and targeted incentive programs.
Tourism impact extends beyond aviation
The debate extends beyond airline competition alone.
Every additional international air connection has the potential to generate higher visitor arrivals, stronger hotel occupancy, increased foreign currency earnings, greater regional economic activity and additional employment.
From a tourism perspective, many industry participants argue that policy objectives should focus not only on protecting domestic airlines but also on maximizing inbound visitor numbers and increasing tourism revenue per visitor.
International experience suggests that strong national airlines and foreign low-cost carriers can coexist successfully within the same market. In many leading tourism destinations, this competitive environment has resulted in lower airfares, greater connectivity and increased visitor volumes.
As Türkiye seeks to expand its tourism industry, the relationship between aviation policy and tourism strategy is likely to remain a key topic for policymakers and industry stakeholders alike.
Editor's Note
Industry authorities consulted by Travel Business News stated that foreign low-cost airlines that have recently reduced operations in Türkiye have not submitted any formal requests to transfer their Istanbul operations from Istanbul Airport (IGA) to Sabiha Gökçen Airport (SAW).
They also noted that there are no traffic rights restrictions between Türkiye and key source markets such as the United Kingdom and Germany that would prevent operations at Bodrum, Dalaman, Antalya or Sabiha Gökçen. According to these officials, any future requests would therefore not be rejected on traffic rights grounds.
Authorities indicated that the primary reasons foreign low-cost carriers have not expanded at Sabiha Gökçen are believed to be their own commercial planning and network connectivity strategies rather than regulatory limitations.
