Europe’s leading low-cost carriers—Ryanair, easyJet, and Wizz Air—are navigating a complex landscape of fleet management and growth ambitions, shaped by supply chain constraints, engine issues, and strategic priorities.
Ryanair’s aggressive expansion
As of mid-2025, Ryanair operates the largest fleet among Europe’s low-cost carriers, with 603 aircraft, predominantly Boeing 737s, including 410 Boeing 737-800s and 181 Boeing 737 MAX 8-200s, alongside 28 Airbus A320-200s operated by its subsidiary Lauda Europe.
The Swords-based carrier, known for its aggressive expansion, has a robust order book of 179 aircraft, including 150 Boeing 737 MAX 10s and 29 additional MAX 8-200s, with deliveries scheduled to begin in 2027. Ryanair’s growth strategy targets a fleet of 800 aircraft by 2030, a 32pc increase from its current size, driven by a $22bn investment in fuel-efficient MAX aircraft that offer 4pc more seats and 16pc less fuel burn.
By 2034, the airline expects to receive an additional 330 MAX 10s, potentially pushing its fleet beyond 900, though delays in Boeing’s production and certification could push MAX 10 deliveries to 2028. Chief Executive Michael O’Leary has leveraged Ryanair’s position as Boeing’s largest European customer to secure high-density configurations, aiming to maintain cost leadership with per-passenger costs of £29, significantly lower than competitors. The airline’s focus on secondary airports and rapid route expansion, including new routes to Sarajevo and Morocco in 2025, underpins its plan to carry 300m passengers annually by 2034, up from 160m in 2025.
Easyjet’s up-gauging to neos
EasyJet, with a fleet of 190 aircraft in mid-2025, trails Ryanair but remains a formidable player, operating an all-Airbus narrowbody fleet comprising 47 A319-100s, 82 A320-200s, 50 A320neos, and 11 A321neos. The British carrier has the largest outstanding order book among the trio, with 290 Airbus aircraft, including 125 A320neos and 165 A321neos, set for delivery through 2034. By 2027, easyJet plans to phase out its smaller A319s and reduce older A320s, increasing its fleet to approximately 250 aircraft, with a focus on larger A321neos that offer 235 seats compared to the A319’s 156.
This “upgauging” strategy, as articulated by CEO-designate Kenton Jarvis, aims to boost capacity by 19pc per flight without increasing crew or engine costs, targeting pre-tax profits above £1bn. By 2030, easyJet projects a fleet of 350 aircraft, a 84pc increase from 2025, with a baseline plan to reach 464 by 2034. The airline’s growth is supported by its focus on primary airports and a thriving package holiday division, which is expected to carry 25pc more passengers in 2025. Despite delivery delays from Airbus, easyJet has mitigated disruptions by wet-leasing aircraft, including three from Lufthansa Group in 2025, and plans to open bases in Milan Linate and Rome Fiumicino.
Wizz Air’s groundings
Wizz Air, the youngest of the three, operates a fleet of 216 aircraft in 2025, all Airbus A320 and A321 family models, including 20 A320-200s, three A320neos, 33 A321-200s, 81 A321neos, and one recently delivered A321XLR. The Hungarian carrier faces significant challenges, with 37 aircraft grounded due to Pratt & Whitney GTF engine issues, limiting its capacity. Despite this, Wizz Air has ambitious plans, targeting a fleet of 281 aircraft by March 2027, a 30pc increase, and 449 by 2030, more than doubling its current size. Its order book includes 253 A321neos and 47 A321XLRs, supporting a 20pc capacity growth target for 2026, with a focus on Romania, Italy, and Poland.
The airline’s strategy hinges on fuel-efficient A321neos and the extended-range A321XLR to expand into longer intra-European and Middle Eastern routes, though engine shop visits averaging 300 days pose a persistent hurdle. Chief Executive Jozsef Varadi remains optimistic, citing strong bookings and a cost base second only to Ryanair, driven by lower Eastern European staff costs. However, Wizz Air’s 41.5pc profit drop in fiscal year 2025 underscores the impact of groundings, prompting a cautious outlook for 2026.
The trio’s growth trajectories reflect distinct approaches. Ryanair’s scale and cost discipline position it to dominate, though Boeing delays temper its pace. easyJet’s measured expansion and focus on larger aircraft give it flexibility in premium markets, while Wizz Air’s bullish plans are constrained by engine woes but buoyed by its Eastern European stronghold. As supply chain challenges persist, the carriers’ ability to execute their plans will shape the competitive landscape through 2030.
