IAG full year results
2023
Strong growth in operating profit
in 2023 underpinned by robust and sustainable demand for travel,
alongside continued investment in our transformation to drive
long-term earnings growth.
Summary
• Strong and sustained demand for travel, in particular
in leisure
• Full year 2023 operating profit before
exceptional items of €3,507 million
significantly higher than last year and ahead of
2019 (2022: €1,247 million; 2019*:
€3,253 million)
• Operating margin of 11.9%
(2022: 5.4%) delivered by our
transformation programme
• Strong free cash flow
generation of €1.3 billion has delivered a strong balance sheet, with net debt to
EBITDA before exceptional items of 1.7
times (2022: 3.1
times), below our target of 1.8 times over
the cycle
• Positive outlook for 2024:
confidence in significant free cash flow
generation; disciplined capital allocation will maintain our strong
balance sheet; committed to sustainable shareholder value creation
and cash returns
Strategic highlights
• Capacity growth in
2023 of 22.6% vs
2022, focused on our core North Atlantic and South Atlantic
markets
• Revenue
and cost transformation initiatives driving improvements to
our customer proposition
• Our Spanish businesses
delivered €1.4 billion of operating profit (2022:
€0.6 billion), highlighting the greater balance in our
portfolio
• Our highly
cash-generative, high-margin IAG Loyalty business grew profits by
17% to £280
million, adding 4.9 million new members
(17% increase in new members) during the
year
• Quarter 4 2023 operating profit before
exceptional items of €502 million (quarter
4 2022: €477
million)
• Continued investment in
our people, with 13,000 new colleagues hired in
2023
• One third of our
sustainable aviation fuel target for 2030 is now
committed
Luis Gallego, IAG Chief Executive
Officer, said:
"In 2023, IAG more than doubled
its operating margin and profits compared
to 2022, generated excellent free cash flow and strengthened its
balance sheet position, recovering capacity to close to
pre-COVID-19 levels in most of its core markets.
"In 2024, we will execute on our
strategy, building long-term value into the business. We will focus
on strengthening our core airline businesses and on developing IAG
Loyalty and our other asset-light growth opportunities, and we will
do this while operating under a strong financial and sustainability
framework. Our airlines operate in the largest and most attractive
markets globally and we will continue to invest in our brands to
transform the business, improve the customer experience and support
the delivery of sustainable growth and world-class
margins.
"I would like to thank all of the
teams across the Group for their continued hard work and dedication
to delivering our transformation plan."
Financial summary:
|
Year to
31 December
|
|
Three
months to 31 December
|
Statutory results (€
million)
|
2023
|
20221
|
|
2023
|
20221
|
Total revenue
|
29,453
|
23,066
|
|
7,224
|
6,386
|
Operating profit
|
3,507
|
1,278
|
|
502
|
477
|
Profit after tax
|
2,655
|
431
|
|
504
|
232
|
Basic earnings per share
(€ cents)
|
53.8
|
8.7
|
|
|
|
Cash, cash equivalents and
interest-bearing deposits
|
6,837
|
9,599
|
|
|
|
Borrowings
|
16,082
|
19,984
|
|
|
|
|
|
|
|
|
|
Alternative performance measures
(€ million)
|
2023
|
20221
|
|
2023
|
20221
|
Total revenue before exceptional
items
|
29,453
|
23,066
|
|
7,224
|
6,386
|
Operating profit
before exceptional items
|
3,507
|
1,247
|
|
502
|
477
|
Operating margin before
exceptional items
|
11.9%
|
5.4%
|
|
6.9%
|
7.5%
|
Profit after tax
before exceptional items
|
2,655
|
402
|
|
504
|
232
|
Adjusted earnings per share
(€ cents)
|
50.6
|
5.6
|
|
|
|
Net debt
|
9,245
|
10,385
|
|
|
|
Net debt to EBITDA before
exceptional items (times)
|
1.7
|
3.1
|
|
|
|
Total
liquidity2
|
11,624
|
13,999
|
|
|
|
1 The 2022
results include a reclassification to conform with the
current year presentation for the Net gain on
sale of property, plant and equipment. There is no impact on
the Profit after tax.
2 Total liquidity includes
Cash, cash equivalents and interest-bearing deposits, plus
committed and undrawn general and aircraft-specific financing
facilities.
*The 2019 results include a
reclassification to conform with the current year presentation for
the Net gain on sale of property, plant and equipment, and a
restatement for the treatment of administration costs associated
with the Group's defined benefit pension schemes.
The definition of the Group's alternative performance
measures is set out in the Alternative performance measures note to
the consolidated financial statements, which
includes: Free cash flow; Net debt to EBITDA before exceptional
items ('leverage'); and Return on invested capital.
Capital expenditure is measured as the
'Acquisition of property, plant and equipment and intangible
assets' from the Cash flow statement. Operating margin is shown
before exceptional items. All other profit, revenue and cost
metrics are quoted on a statutory basis, unless indicated
otherwise.
Financial highlights for
2023
• Restored 95.7% of 2019
capacity, measured in available seat kilometres (ASKs), with
quarter 4 at 98.6% of 2019
• Passenger unit revenue for
the year was 8.2% higher than in
2022, with strong leisure traffic recovery
and business traffic recovering more slowly. The premium leisure
segment continued to perform very well
• Non-fuel unit costs
reduced by 4.4% versus 2022, driven by a passenger capacity increase and
transformation initiatives, offsetting inflation and the
investments we are making in our customer offering and our
systems
• Fuel
unit cost was up 0.7% versus 2022, with effective fuel prices after
hedging broadly unchanged from 2022 and the Group's investment in
more fuel-efficient aircraft partially offsetting increased costs
of Emissions Trading Schemes
• Profit after tax for the
year of €2,655 million (2022: €431
million)
Outlook
• Demand continues to be
robust, with particular strength in
leisure travel. We are currently 92% booked for Q1 2024 and
62% booked for H1 2024*, ahead of our position
last year
• We are continuing to
invest in our core markets and in growing our global leadership
positions. We plan to grow capacity (ASK) by c.7% in 2024. In particular British Airways will
continue to rebuild to its pre-COVID-19 long-haul capacity and
Iberia to grow efficiently in the attractive and growing
Latin American market
• We expect our non-fuel
unit costs to increase slightly in 2024,
as we invest in our businesses. Our ongoing transformation
programme will help us to offset the impact of inflation, improve
our customer proposition and support the delivery of world-class
margins and returns over the medium term
• We expect to generate
significant free cash flow during the year, prior to the benefit of
any leasing transactions and with no additional pension or
material debt maturity repayments this
year. This is net of capital expenditure related to our investment
plans of around €3.7 billion in 2024
Delivering our strategy
Our strategy is designed to
generate sustainable earnings growth at world-class margins, the
combination of which we expect to drive sustainable returns to
shareholders.
This will be achieved by focusing
on three strategic imperatives:
1 Strengthening our
core
Growing our portfolio of global
leadership positions
IAG has leading positions in
highly attractive, secular growth markets, in particular the
valuable North Atlantic, South Atlantic and Domestic Spanish
markets.
Airline markets worldwide were
particularly strong in 2023 as demand for experiences increased and
lifestyle priorities changed post-COVID-19. Leisure travel has been
the strongest driver of passenger demand across all of our cabins.
Corporate travel continues to return more slowly, in particular in
short duration and short-haul trips.
Investing in our market-leading positions
We are focused on ensuring
disciplined capacity deployment into our markets. British Airways
is planned to return to pre-pandemic levels of non-premium capacity
in 2024; long-haul capacity by 2025; and premium capacity by 2026.
Iberia is deploying capacity into a structurally attractive
long-term market which is supporting profitable growth. All of our
airlines are supporting their growth in an efficient way through a
combination of improved aircraft utilisation and more modern, new
generation aircraft.
Investing in the North Atlantic - the largest aviation market
from Europe
IAG and its joint business
partners have market share of 45% on the North Atlantic market and
it represents 32% of IAG's total capacity
by ASK. We serve North America 150 times each day to 29
destinations, 30% more than nearest competitor.
Aer Lingus
• Aer Lingus has a unique
advantage of strong cultural and geographic links to its core US
long-haul market, as well as US-border pre-clearance at Dublin
airport
• 2023: reopened Hartford
and launched Cleveland
• 2024: expanding network to
21 routes to the US and Canada, including
restarting Minneapolis and new route to Denver
British Airways
• British Airways is the
market leader to North America from
London, a highly-valuable and
mainly point-to-point market
• 2023: new route to
Cincinnati and back to 100% of pre-COVID-19 total
capacity
• 2024: focus on frequencies
and adding premium seats as it builds back towards its pre-COVID-19
premium and non-premium North Atlantic capacity
Iberia
• Iberia serves destinations
in North America with strong commercial or cultural links to
Spain
• 2023: consolidation of the
new routes to Dallas and Washington that were launched in
2022
• 2024: growth to Los
Angeles and further investment in route maturity through
reinforcing its presence in select US markets
LEVEL
• Strong growth to Boston
and New York, as it develops the long-haul, low-cost model from the
valuable Barcelona market. New route to Miami in
2024
Delivery
of three Airbus A321 XLRs in 2024 will allow us to create a
competitive advantage over our European peers by using our
geographic advantage to develop our network at low cost.
*as of 25 February 2024
Investing in the structurally growing South Atlantic
market
IAG and its joint business
partners have market share of 32% on the attractive South Atlantic
market representing 19% of IAG's total capacity by ASK. IAG
operates 45 flights each day to and from Latin America.
Iberia
• Iberia has strong cultural
links to Latin America. It is also well-placed to build on the
growing traffic from Latin America to Madrid as investment and
migration of a wealthier demographic increases
• 2023: Increasing
frequencies to primary cities in core LATAM markets, including
Bogotá, Mexico City, Lima, Montevideo and Quito
• 2024: further development
of frequencies to core markets
• Using new A350-900 is more
efficient and supports higher utilisation, helping to drive a 10
percentage point improvement in unit operating cost versus the
previous generation A340-600
• Opportunities to deploy
A321 XLR to select geographies and secondary cities
LEVEL
• Strengthened its network
between Barcelona and Latin America, including resuming the
Santiago de Chile route. Further investment in 2024
British Airways
• Adding frequencies to Rio
de Janeiro and adding a tag flight to Buenos Aires
We
announced our proposed Air Europa acquisition in 2023, which will
allow for network development in Latin America. We submitted our
regulatory application to the European Commission in December; this
moved to Phase 2 in early 2024 with a resolution expected in late
2024.
European short-haul market
This represents 34% of IAG's total capacity and is served by our
network carriers delivering feeder traffic, alongside our efficient
low cost operations providing a combination of feeder and
point-to-point services. Our disciplined approach to capital
allocation gives us the flexibility to focus investment in order to
maximise sustainable, profitable growth.
Vueling
• Delivering efficient
growth through higher utilisation and up-gauging of existing
fleet
• De-seasonalising its
network, with a focus on winter sun
destinations
• Strengthening its Spanish
domestic position through investment in Barcelona and
Bilbao
• Leader in select European
hubs, such as Paris-Orly to Spain; investing in London Gatwick to
Spain
Strong performance from Iberia
Express, including to the Spanish Islands throughout the
year.
BA Euroflyer started operations
under its own Air Operator Certificate
('AOC') in January 2023, focusing on the
leisure point-to-point market in Europe. Its fleet increased
from five to 20 aircraft during the year.
Once LEVEL has established a new
AOC this gives the Group further flexibility in considering its
options in short-haul
operations.
Strengthening our portfolio of
world-class brands and operations
Investing in our products and services to drive better
customer experiences
We recognise that we need to
continue to drive investment in the propositions of all our
airlines to improve the customer experience. We are investing in
our propositions to ensure we are competitive and remain attractive
to our loyal customers.
Investing in our fleet:
• 34
aircraft delivered in 2023, of which 32 were new generation,
efficient and sustainable aircraft with the latest onboard seat
offerings
• British Airways now has
68% of its Heathrow-based long-haul fleet embodied with the Club
Suite product. The focus in 2024 will be on the Boeing 787 fleet
• Iberia is delivering a
step-change in customer experience with its new A350 fleet,
retrofitting its A330 fleet with its new cabins and its A320-family
fleet for the new 'L' overhead bins
• In 2023 we converted 10
A320neo options to firm deliveries in 2028
as replacement aircraft for our short-haul network
• We also announced a new
order for six Boeing 787-10 aircraft to be delivered to British
Airways in 2025 and 2026 to accelerate its premium widebody
capacity recovery; and one new Airbus A350-900 aircraft for
Iberia
Investing in our products and services:
• Aer Lingus aims to
maximise the benefits of its unique customer base with a
competitive onboard product, including its next generation business
seat, digital self-service capability, as well as a differentiated
service from our Connected Crew programme
• British Airways is focused
on investing in a premium proposition across its cabins, including
its lounges (London Heathrow, Edinburgh, Glasgow,
Miami, New York JFK), onboard food and in-flight entertainment content. Investment in all of
its customers across every cabin includes further development of
its call centre in Delhi, using better IT and systems as well as a
proactive customer care team
• Iberia similarly continues
to invest in its highly-rated customer proposition, including at
check-in and in its Madrid lounges; rolling out new Do&Co menus
in all cabins; and making further progress in the
digitalisation of our customers' journey, specifically with
the digital concierge, WhatsApp text assistant and call-centre
Smart Voice assistant
• Vueling's positioning as a
value low-cost carrier sees a focus on its digital proposition
across the customer journey: digital touchpoints across the airport
journey, better digital self-service in disruption and digital
assistance in the customer care channels
During 2023 our customer Net
Promoter Score ('NPS') increased very
slightly, which was driven positively by our investments in new
products and services but negatively affected mostly by the impact
of disruption, much of which is outside our control.
Investing in our operations
Efficient operations are a major
driver of both customer satisfaction and direct financial (revenue
and cost) performance.
• Iberia
continues to deliver excellent operational performance. In
2023 Iberia was the most punctual airline in Europe and the
fifth-most punctual airline in the world with On-Time Performance
('OTP') at 88.6%
• Vueling's OTP in 2023 was 80.0% after
benefiting from the integrated approach to planning, scheduling and
operations implemented over the last few years
• Aer Lingus' OTP was 67.5%
as it was affected in particular by ATC issues in the UK and
France
• British Airways was
affected by similar issues, as well as still recovering its full
operational capability at London Heathrow, with OTP in 2023 of
59.7%. As a result significant resource has been invested to
drive better performance and some early
initiatives are now starting to deliver improvement:
• Improved OTP in
December 2023 at 67.2% and a strong start to 2024. British Airways'
OTP in January 2024 up 16 points to 79.8%, significantly better
than January 2023 and close to January 2019 levels
• First wave
departures improved to 87% through dedicated resource, integrated
planning, ongoing recruitment and training and better performance
management
• Integrated
operations programme tools already adding value (performance
dashboard, predictive maintenance, schedule, aircraft
assignment)
• A new operating
model for London Heathrow will be rolled out for the
summer
Transforming our businesses to drive sustainable earnings
growth
IAG's transformation programmes
are designed to create better businesses at each of its operating
companies that are more efficient and resilient in order to sustain
long-term competitive advantage
Customer and Innovation
Many of our revenue transformation initiatives are driven by
technology and data. Some examples are as follows:
• British
Airways is in the middle of a major transformation of its
commercial digital platforms which it expects to deliver
significant revenue benefits over the next three years.
Improvements to British Airways' 'ba.com' website and app are
expected in 2024, including a better content management system, as
well as improvements in the revenue management system to
follow
• Iberia is developing its
personalisation capability, which will allow for greater content
differentiation and digital marketing
optimisation
• Vueling is continuing to
improve its customer offering to drive ancillary revenue through
developing its bundles and products
• The Qatar Joint Business
is an opportunity for IAG to develop its network and customer
proposition, particularly into the African and
Asian markets. This includes greater commercial integration,
as well as through the use of Avios
Efficiency
• Disruption was a major
cause of cost inflation in 2023, as well
as impacting customer NPS. British Airways has invested
significantly to improve its On Time Performance in 2024, which
will lead to cost savings through greater productivity and
efficiency, as well as reducing EU261 costs and improving customer
satisfaction
• IAG's investment in new
aircraft will drive significant efficiency gains, as well as
network benefits. New generation aircraft are typically c.20% more
fuel-efficient than the previous generation and Iberia's new
A350s' superiority over the
A340s is allowing more capacity to be
added to Latin America much more productively
• As well as supporting
revenue growth, New Distribution Capability will drive cost savings
across all of our carriers
• Third party supplier costs
have seen significant inflation over the past couple of years and
this is a big area of focus across all parts of IAG. Savings will
be made through procurement in engineering and maintenance, and food and beverage; efficiencies in
handling; and pricing across the supply chain
2 Driving earnings growth through
asset-light businesses
Growing IAG Loyalty
Our loyalty business has continued to deliver a very strong
performance, supporting higher earnings growth and margins, as well
as strong cash flow.
• Record operating profit
£280 million, up 17% year-on-year and 59%
higher than 2019 operating profit
• Driven by our better
customer engagement as we re-invest our margin in more attractive
products:
• 4.9 million new
members enrolled in 2023 (17% increase in new members versus 2022) to support future value growth
• More Avios are being
collected through demand to fly on our airlines and strong
third-party partnerships, with issuance up 37%
• More Avios are being
redeemed through increasing our range of offerings: 27 Avios-only
flights on offer to a range of 11 popular destinations; or using
Avios as payment for BA Holidays (c.20% of holidays sold have used
some Avios as payment)
• Opportunity to develop BA Holidays further, as part of an
integrated loyalty ecosystem
Leveraging our strategic airline
partnerships
IAG also seeks to generate
capital-light value through its strategic airline partnerships,
mainly through joint businesses that provide customers with a
worldwide network of destinations and flights.
• In 2023 Iberia joined the
Qatar Joint Business (QJB) and launched a service from Madrid to
Doha
• As a result the QJB became
the largest joint business in the world by number of countries,
with Qatar bringing a strong network across Africa and
Asia
• In 2024 British Airways
will fly two daily services to Doha, giving its passengers access
to that strong onward network
• Iberia will also start
flying to Tokyo in 2024 as part of the Siberian Joint Business and
British Airways will be back to two daily flights there in the
summer
3 Operating under a strengthened
financial and sustainability framework
Industry leader to Net
Zero
We continue to state the case for
the positive social impact of aviation. Specifically, we are making
further progress in our initiatives to deliver our sustainability
targets:
• IAG has been awarded
Eco-Airline of the year by Air Transport World for industry
leadership and best-in-class Sustainable Aviation Fuel (SAF)
programme
• We are taking an active
role in EU and UK discussions on SAF, in particular around mandate
design and potential pricing mechanisms
• IAG was the third largest
user of SAF globally in 2023. We have now announced our
largest-ever SAF purchase with Twelve, to provide advanced
power-to-liquid SAF with a lifecycle emissions reduction of at
least 80%. Our total contracted SAF commitment is now at
approximately one third of our 2030 target
• We are investing in 178
new aircraft between 2023 and 2028. New aircraft are generally
around 20% more fuel-efficient than the previous generation and
significantly quieter. 24% of IAG's short-haul fleet is currently
new generation and 42% of long-haul
• Carbon intensity reduced
by 3.6% year-on-year and is more than 10% down on 2019
levels
• CORSIA
and ETS - IAG spent €264 million on carbon credits in 2023 and
supports the proposed global CORSIA offset scheme
Disciplined capital allocation and
balance sheet management
IAG has historically delivered
market-leading Return on Invested Capital through its disciplined
allocation of capital to its operating companies. As disclosed at
our Capital Markets Day in 2023, through our strategy we are
targeting the following metrics for the Group in the medium
term:
• Operating margins of 12% to 15%.
• Return on Invested Capital
of 13% to 16%
• Organic average annual
capacity growth of 4% to 5% between 2024 and 2026
Our operational and financial
performance in 2023 has allowed us to strengthen the balance sheet,
while investing in our continued transformation. We ended the year
at 1.7 times leverage, below our target of 1.8
times through the cycle.
Given the Group's strong
cash-generation capability, in 2024 we expect to generate
significant free cash flow, prior to the benefit of any leasing
transactions and after capital expenditure of around
€3.7 billion in the year.
This is further strengthened by
the fact that we have no additional pension payments or
non-aircraft debt repayments in 2024.
Our first priority is to maintain
our strong balance sheet.
We will continue
to invest in our business to support sustainable growth and
margins.
We are committed to sustainable
shareholder value creation and cash
returns.
LEI:
959800TZHQRUSH1ESL13
Forward-looking
statements:
Certain statements included in
this announcement are forward-looking. These statements can be
identified by the fact that they do not relate only to historical
or current facts. By their nature, they involve risk and
uncertainties because they relate to events and depend on
circumstances that will occur in the future. Actual results could
differ materially from those expressed or implied by such
forward-looking statements.
Forward-looking statements often
use words such as "expects", "believes", "may", "will", "could",
"should", "continues", "intends", "plans", "targets", "predicts",
"estimates" "envisages" or "anticipates" or other words of similar
meaning or their negatives. They include, without limitation, any
and all projections relating to the results of operations and
financial conditions of International Consolidated Airlines Group,
S.A. and its subsidiary undertakings from time to time (the
'Group'), as well as plans and objectives for future operations,
expected future revenues, financing plans, expected expenditure,
acquisitions and divestments relating to the Group and discussions
of the Group's business plans, and its assumptions, expectations,
objectives and resilience with respect to climate scenarios. All
forward-looking statements in this announcement are based upon
information known to the Group on the date of this announcement and
speak as of the date of this announcement. Other than in accordance
with its legal or regulatory obligations, the Group does not
undertake to update or revise any forward-looking statement to
reflect any changes in events, conditions or circumstances on which
any such statement is based.
Actual results may differ from
those expressed or implied in the forward-looking statements in
this announcement as a result of any number of known and unknown
risks, uncertainties and other factors, including, but not limited
to, economic and geo-political, market, regulatory, climate, supply
chain or other significant external events, many of which are
difficult to predict and are generally beyond the control of the
Group, and it is not reasonably possible to itemise each item.
Accordingly, readers of this announcement are cautioned against
relying on forward-looking statements. Further information on the
primary risks of the business and the Group's risk management
process is set out in the Risk management and principal risk
factors section in the Annual report and accounts 2022; this
document is available on www.iairgroup.com. All forward-looking
statements made on or after the date of this announcement and
attributable to IAG are expressly qualified in their entirety by
the primary risks set out in that section.
IAG Investor Relations
Waterside (HAA2),
PO Box 365,
Harmondsworth,
Middlesex,
UB7 0GB
Investor.relations@iairgroup.com
CONSOLIDATED INCOME
STATEMENT
|
Year to
31 December
|
|
Three
months to 31 December
|
€ million
|
2023
|
20221
|
Higher/
(lower)
|
|
2023
|
20221
|
Higher/
(lower)
|
|
|
|
|
|
|
|
|
Passenger revenue
|
25,810
|
19,458
|
32.6 %
|
|
6,293
|
5,438
|
15.7 %
|
Cargo revenue
|
1,156
|
1,615
|
(28.4) %
|
|
290
|
399
|
(27.3) %
|
Other revenue
|
2,487
|
1,993
|
24.8 %
|
|
641
|
549
|
16.8 %
|
Total revenue
|
29,453
|
23,066
|
27.7 %
|
|
7,224
|
6,386
|
13.1 %
|
|
|
|
|
|
|
|
|
Employee costs
|
5,423
|
4,647
|
16.7 %
|
|
1,438
|
1,230
|
16.9 %
|
Fuel, oil costs and emissions
charges
|
7,557
|
6,120
|
23.5 %
|
|
1,978
|
1,720
|
15.0 %
|
Handling, catering and other
operating costs
|
3,849
|
2,971
|
29.6 %
|
|
958
|
828
|
15.7 %
|
Landing fees and en-route
charges
|
2,308
|
1,890
|
22.1 %
|
|
546
|
499
|
9.4 %
|
Engineering and other aircraft
costs
|
2,509
|
2,101
|
19.4 %
|
|
647
|
594
|
8.9 %
|
Property, IT and other
costs
|
1,058
|
950
|
11.4 %
|
|
270
|
280
|
(3.6) %
|
Selling costs
|
1,155
|
920
|
25.5 %
|
|
304
|
249
|
22.1 %
|
Depreciation, amortisation and
impairment
|
2,063
|
2,070
|
(0.3) %
|
|
555
|
539
|
3.0 %
|
Net gain on sale of property,
plant and equipment1
|
(2)
|
(22)
|
(90.9) %
|
|
13
|
9
|
44.4 %
|
Currency differences
|
26
|
141
|
(81.6) %
|
|
13
|
(39)
|
nm
|
Total expenditure on
operations
|
25,946
|
21,788
|
19.1 %
|
|
6,722
|
5,909
|
13.8 %
|
Operating profit
|
3,507
|
1,278
|
nm
|
|
502
|
477
|
5.2 %
|
|
|
|
|
|
|
|
|
Finance costs
|
(1,113)
|
(1,017)
|
9.4 %
|
|
(246)
|
(294)
|
(16.3) %
|
Finance income
|
386
|
52
|
nm
|
|
101
|
41
|
nm
|
Net change in fair value of
financial instruments
|
(11)
|
81
|
nm
|
|
(11)
|
(51)
|
(78.4) %
|
Net financing credit relating to
pensions
|
103
|
26
|
nm
|
|
26
|
7
|
nm
|
Net currency retranslation
credits/(charges)
|
176
|
(115)
|
nm
|
|
112
|
190
|
(41.1) %
|
Other non-operating
credits1
|
8
|
110
|
(92.7) %
|
|
(43)
|
(121)
|
(64.5) %
|
Total net non-operating
costs
|
(451)
|
(863)
|
(47.7) %
|
|
(61)
|
(228)
|
(73.2) %
|
Profit before tax
|
3,056
|
415
|
nm
|
|
441
|
249
|
77.1 %
|
Tax
|
(401)
|
16
|
nm
|
|
63
|
(17)
|
nm
|
Profit after tax
for the year
|
2,655
|
431
|
nm
|
|
504
|
232
|
nm
|
1 The 2022 results
include a reclassification to conform with the current year
presentation for the Net gain on sale of property, plant and
equipment within Operating profit. Accordingly, for the year and
three month period to 31 December
2022, the Group has reclassified gains of
€22 million and losses of €9 million, respectively,
from Other non-operating
credits to Expenditure on operations. There is no impact on the
Profit after tax.
ALTERNATIVE PERFORMANCE
MEASURES
All figures in the tables below
are before exceptional items. Refer to Alternative performance
measures section for more detail.
|
Year to
31 December
|
|
Three
months to 31 December
|
|
Before
exceptional items
|
|
Before
exceptional items
|
€ million
|
2023
|
20221
|
Higher/
(lower)
|
|
2023
|
20221
|
Higher/
(lower)
|
|
|
|
|
|
|
|
|
Passenger revenue
|
25,810
|
19,458
|
32.6 %
|
|
6,293
|
5,438
|
15.7 %
|
Cargo revenue
|
1,156
|
1,615
|
(28.4) %
|
|
290
|
399
|
(27.3) %
|
Other revenue
|
2,487
|
1,993
|
24.8 %
|
|
641
|
549
|
16.8 %
|
Total revenue
|
29,453
|
23,066
|
27.7 %
|
|
7,224
|
6,386
|
13.1 %
|
|
|
|
|
|
|
|
|
Employee costs
|
5,423
|
4,647
|
16.7 %
|
|
1,438
|
1,230
|
16.9 %
|
Fuel, oil costs and emissions
charges
|
7,557
|
6,120
|
23.5 %
|
|
1,978
|
1,720
|
15.0 %
|
Handling, catering and other
operating costs
|
3,849
|
2,971
|
29.6 %
|
|
958
|
828
|
15.7 %
|
Landing fees and en-route
charges
|
2,308
|
1,890
|
22.1 %
|
|
546
|
499
|
9.4 %
|
Engineering and other aircraft
costs
|
2,509
|
2,101
|
19.4 %
|
|
647
|
594
|
8.9 %
|
Property, IT and other
costs
|
1,058
|
973
|
8.7 %
|
|
270
|
280
|
(3.6) %
|
Selling costs
|
1,155
|
920
|
25.5 %
|
|
304
|
249
|
22.1 %
|
Depreciation, amortisation and
impairment
|
2,063
|
2,078
|
(0.7) %
|
|
555
|
539
|
3.0 %
|
Net gain on sale of property,
plant and equipment1
|
(2)
|
(22)
|
(90.9) %
|
|
13
|
9
|
44.4 %
|
Currency differences
|
26
|
141
|
(81.6) %
|
|
13
|
(39)
|
nm
|
Total expenditure on
operations
|
25,946
|
21,819
|
18.9 %
|
|
6,722
|
5,909
|
13.8 %
|
Operating profit
|
3,507
|
1,247
|
nm
|
|
502
|
477
|
5.2 %
|
|
|
|
|
|
|
|
|
Finance costs
|
(1,113)
|
(1,017)
|
9.4 %
|
|
(246)
|
(294)
|
(16.3) %
|
Finance income
|
386
|
52
|
nm
|
|
101
|
41
|
nm
|
Net change in fair value of
financial instruments
|
(11)
|
81
|
nm
|
|
(11)
|
(51)
|
(78.4) %
|
Net financing credit relating to
pensions
|
103
|
26
|
nm
|
|
26
|
7
|
nm
|
Net currency retranslation
credits/(charges)
|
176
|
(115)
|
nm
|
|
112
|
190
|
(41.1) %
|
Other non-operating
credits1
|
8
|
110
|
(92.7) %
|
|
(43)
|
(121)
|
(64.5) %
|
Total net non-operating
costs
|
(451)
|
(863)
|
(47.7) %
|
|
(61)
|
(228)
|
(73.2) %
|
Profit before tax
|
3,056
|
384
|
nm
|
|
441
|
249
|
77.1 %
|
Tax
|
(401)
|
18
|
nm
|
|
63
|
(17)
|
nm
|
Profit after tax
|
2,655
|
402
|
nm
|
|
504
|
232
|
nm
|
|
|
|
|
|
|
|
|
Operating figures
|
2023
|
20221
|
Higher/
(lower)
|
|
2023
|
20221
|
Higher/
(lower)
|
Available seat kilometres (ASK
million)
|
323,111
|
263,592
|
22.6 %
|
|
80,818
|
71,048
|
13.8 %
|
Revenue passenger kilometres (RPK
million)
|
275,727
|
215,749
|
27.8 %
|
|
67,648
|
59,125
|
14.4 %
|
Seat factor (per cent)
|
85.3
|
81.8
|
3.5pts
|
|
83.7
|
83.2
|
0.5pts
|
Passenger numbers
(thousands)
|
115,559
|
94,726
|
22.0 %
|
|
28,011
|
25,222
|
11.1 %
|
Cargo tonne kilometres (CTK
million)
|
4,666
|
3,980
|
17.2 %
|
|
1,304
|
1,090
|
19.6 %
|
Sold cargo tonnes
(thousands)
|
596
|
561
|
6.2 %
|
|
157
|
153
|
2.6 %
|
Sectors
|
714,562
|
619,122
|
15.4 %
|
|
176,149
|
162,285
|
8.5 %
|
Block hours (hours)
|
2,137,749
|
1,781,829
|
20.0 %
|
|
532,055
|
473,511
|
12.4 %
|
Average headcount
|
69,762
|
59,800
|
16.7 %
|
|
n/a
|
n/a
|
n/a
|
Aircraft in service
|
582
|
558
|
4.3 %
|
|
n/a
|
n/a
|
n/a
|
Passenger revenue per RPK (€
cents)
|
9.36
|
9.02
|
3.8 %
|
|
9.30
|
9.20
|
1.1 %
|
Passenger revenue per ASK (€
cents)
|
7.99
|
7.38
|
8.2 %
|
|
7.79
|
7.65
|
1.7 %
|
Cargo revenue per CTK (€
cents)
|
24.77
|
40.58
|
(38.9) %
|
|
22.24
|
36.61
|
(39.2) %
|
Fuel cost per ASK (€
cents)
|
2.34
|
2.32
|
0.7 %
|
|
2.45
|
2.42
|
1.1 %
|
Non-fuel costs per ASK (€
cents)
|
5.69
|
5.96
|
(4.4) %
|
|
5.87
|
5.90
|
(0.4) %
|
Total cost per ASK (€
cents)
|
8.03
|
8.28
|
(3.0) %
|
|
8.32
|
8.32
|
-
%
|
1 The 2022
results include a reclassification to conform with the current year
presentation for the Net gain on sale of property, plant and
equipment within Operating profit. Accordingly, for the year and
three month period to 31 December 2022, the Group has reclassified
gains of €22 million and losses of €9 million,
respectively, from Other non-operating credits to Expenditure on
operations. There is no impact on the Profit after
tax.
FINANCIAL REVIEW
In the commentary below,
references are made in selected places to variances versus 2019 to
aid understanding, due to the significant reductions in capacity
the Group's airlines made due to the impact of the COVID-19
pandemic in the period from 2020 to 2022. It is anticipated that
2023 will be the last year for which analysis versus 2019 is
required.
IAG capacity
In 2023,
passenger capacity operated, measured in available seat kilometres
(ASKs), rose by 22.6% versus 2022. For the year, capacity operated was 95.7% of 2019 levels and capacity was almost fully
restored to 2019 levels by the end of the year, reaching
98.6% of 2019 levels in the final quarter.
Capacity operated by
region
Year to 31 December
2023
|
ASKs
higher/(lower)
v2022
|
ASKs
higher/(lower)
v2019
|
Passenger load factor (%)
|
Higher/(lower)
v2022
|
Higher/(lower)
v2019
|
Domestic
|
7.8 %
|
8.4 %
|
89.5
|
4.0pts
|
2.3pts
|
Europe
|
15.4 %
|
(3.1) %
|
85.9
|
4.4pts
|
2.3pts
|
North America
|
23.0 %
|
3.2 %
|
82.9
|
3.6pts
|
(1.2)pts
|
Latin America and
Caribbean
|
18.8 %
|
(1.7) %
|
87.6
|
2.5pts
|
1.2pts
|
Africa, Middle East and South
Asia
|
32.2 %
|
1.1 %
|
83.3
|
2.2pts
|
0.3pts
|
Asia Pacific
|
258.0 %
|
(59.7) %
|
88.4
|
4.4pts
|
2.6pts
|
Total network
|
22.6 %
|
(4.3) %
|
85.3
|
3.5pts
|
0.7pts
|
Whilst capacity was fully restored
to most of IAG's markets, the recovery in the Asia Pacific region
was slower, linked to later easing of COVID-19 restrictions in the
region.
Capacity operated by
airline
Year to 31 December
2023
|
ASKs
higher/(lower)
v2022
|
ASKs
higher/(lower)
v2019
|
Passenger load factor (%)
|
Higher/(lower)
v2022
|
Higher/(lower)
v2019
|
Aer Lingus
|
20.3 %
|
4.4 %
|
80.6
|
3.7pts
|
(1.2)pts
|
British Airways
|
28.1 %
|
(9.9) %
|
83.6
|
3.8pts
|
0.0pts
|
Iberia
|
18.5 %
|
3.2 %
|
87.2
|
3.0pts
|
0.0pts
|
LEVEL
|
33.1 %
|
(32.8) %
|
93.4
|
3.7pts
|
9.5pts
|
Vueling
|
10.5 %
|
8.5 %
|
91.4
|
4.2pts
|
4.5pts
|
Group
|
22.6 %
|
(4.3) %
|
85.3
|
3.5pts
|
0.7pts
|
In 2023, British Airways had only
restored 90.1% of its total 2019 capacity, as the substantial
majority of the Group's capacity to the Asia Pacific region in
2019, for which recovery following COVID-19 has been slower, was
operated by British Airways. Capacity for British Airways was also
impacted by the accelerated retirement of its Boeing 747-400 fleet
during the COVID-19 pandemic and further restoration of capacity is
planned for British Airways in 2024 and 2025. The reduction in LEVEL versus 2019 relates
to the discontinuation of operations from Paris Orly in 2020, with
the capacity of LEVEL's operation in Barcelona up 32.4% versus
2019.
Domestic and Europe
Capacity and passenger numbers in
IAG's Domestic markets, which are predominantly within mainland
Spain and to the Canary and Balearic Islands, increased in line
with strong leisure demand, with capacity 7.8% higher than 2022, and
with a higher passenger load factor of 89.5%, which was up 4.0
points versus the previous year. Capacity
and the passenger load factor were also higher than in 2019, up
8.4% and 2.3
points respectively.
The Group's capacity in Europe was
15.4% higher than in 2022, also boosted by the demand for leisure travel.
Aer Lingus began services to Brindisi, Kos and Olbia. British
Airways expanded the flying undertaken by
its subsidiary launched at London Gatwick airport in 2022,
BA Euroflyer, with new routes including
Corfu, Mykonos, Innsbruck, and Fuerteventura.
Vueling's new routes include a service from Barcelona to Rovaniemi
(Finland) and the airline added an extra aircraft at its Bilbao
base, with six new routes launched. Passenger load factor
for the region was up 4.4 points versus
2022 to 85.9% and
was up 2.3 points versus 2019.
North America
The Group's airlines launched new
routes and increased services to North America, one of the Group's
core profit pools, with capacity
23.0% higher than in 2022 and 3.2% higher than in
2019. Aer Lingus started flights to Cleveland and resumed its route
to Hartford, Connecticut, together with additional frequencies to
Los Angeles, Seattle, Orlando, and Washington DC. The airline will
resume its service to Minneapolis and launch a new route to Denver
in 2024. British Airways launched services from London Heathrow to
Cincinnati and from London Gatwick to Vancouver, a destination
already served from its London Heathrow hub. The airline plans
further increases in 2024, including doubling its
services to San Diego in the summer. Iberia increased its
recently-launched routes to Dallas and Washington to year-round
services. LEVEL increased its capacity to North America by
23.8% in 2023 and
in 2024 will increase further, with a new route from Barcelona to
Miami and significant capacity increases to Boston, Los Angeles and
New York, JFK. Passenger load factor for
the region was up 3.6 points versus
2022 to 82.9% and
was down 1.2 points versus
2019.
Latin America and Caribbean
(LACAR)
IAG's other core international
profit pool is the Latin America and Caribbean region, including
Iberia's network of 20 daily
flights to the region and British
Airways flights to the Caribbean. British
Airways launched flights from London Gatwick to Aruba and Guyana.
Iberia increased its capacity to primary cities such as
Bogotá, Lima, Mexico City, Montevideo and
Quito. LEVEL increased its route to Santiago de Chile to operate as
a year-round service, with LEVEL's capacity to the region up 45.4%
versus 2022. IAG's capacity in LACAR grew
18.8% versus 2022, although was still down 1.7% on 2019, linked to the retirement of aircraft
following the COVID-19 pandemic, with
further long-haul aircraft due for delivery in
2024. Passenger load factor for the region at 87.6% increased 2.5 points
versus 2022 and was up 1.2 points versus 2019.
Africa, Middle East and South Asia
(AMESA)
Capacity to this region was up
32.2% on 2022 and
up by 1.1% versus 2019. BA Euroflyer
launched a service from London Gatwick to Sharm El Sheikh. British
Airways began flights from London Gatwick to Accra and the airline
will resume flights to Abu Dhabi in 2024.
Iberia started services to Cairo and launched a new route to Doha,
which will serve to develop its network with partner Qatar Airways.
Vueling's new routes from Barcelona included Luxor and Sharm El
Sheikh. Passenger load factor for the region was up 2.2 points versus 2022 to
83.3% and was up 0.3 points versus 2019.
Asia Pacific
During 2023, the Asia Pacific continued to be the
least recovered region from COVID-19, as
restrictions linked to the pandemic were lifted later than in other
markets and industry recovery has been slower. British Airways
services to Shanghai and Beijing resumed in the summer 2023 travel season and during the year the airline
increased frequencies to Hong Kong and Tokyo Haneda. Iberia will re-open its route to Tokyo
in October 2024. The increases during
2023 led to capacity 258.0% higher than 2022 but
still 59.7% lower than 2019, with the
passenger load factor for the region up 4.4 points versus 2022 to
88.4% and up 2.6
points versus 2019.
Basis of preparation
In its assessment of going concern
over the period of at least 12 months from the date of approval of
this report (the 'going concern period'), the Group has prepared
extensive modelling, including considering a severe but plausible downside scenario. Having
reviewed these scenarios and sensitivities, and
the Group's aircraft financing requirements, the Directors
have a reasonable expectation that the Group has sufficient
liquidity to continue in operational existence over the going
concern period, and hence continue to adopt the going concern basis
in preparing the consolidated financial statements.
Summary
The Group was able to
substantially restore its capacity compared with 2019 and saw
recovery in all its businesses, with particular strength in Spain
and the North and South Atlantic. Fuel costs were substantially
higher than in 2019 and the Group also faced higher supplier cost
inflation. The Group was able to successfully offset both of these
challenges through its high-quality and increasingly diverse
revenue stream, and through continued transformation of its
businesses. The net result was an
Operating profit for the year of
€3,507 million, versus an Operating profit of €1,278
million in 2022. The
Profit after tax for the year was €2,655 million, versus a profit of €431 million in 2022.
Profit for the year
Statutory results
€ million
|
2023
|
20221
|
Higher/
(lower)
vly
|
Operating profit
|
3,507
|
1,278
|
2,229
|
Profit before tax
|
3,056
|
415
|
2,641
|
Profit after tax
|
2,655
|
431
|
2,224
|
1 The 2022
results include a reclassification to conform with the current year
presentation for the Net gain on sale of property, plant and
equipment within Operating profit. Accordingly, for the year to 31
December 2022, the Group has reclassified gains of €22 million from
Other non-operating credits to Expenditure on operations. There is
no impact on the Profit before or after tax.
Summary of exceptional
items
The Group uses Alternative
performance measures (APMs) to analyse the underlying results of
the business excluding exceptional items, which are those that in
management's view need to be separately disclosed by virtue of
their size or incidence in understanding the entity's financial
performance.
There were no exceptional items in
2023. During 2022, the Group recorded exceptional credits relating
to the partial reversal of a fine issued to British Airways in 2010
and the reversal of the impairment of certain aircraft returned to
service in 2022.
A summary of the exceptional items
relating to 2022 is given below, with more
detail in the Alternative performance measures section, including a
breakdown of the exceptional items by operating company.
Income statement line
|
Exceptional item
description
|
Credit/(charge) to the
Income
statement
€
million
|
2023
|
2022
|
Property, IT and other
costs
|
Reversal of fine
|
-
|
23
|
Depreciation, amortisation and
impairment
|
Impairment reversal of fleet and
associated assets
|
-
|
8
|
Tax
|
Tax on exceptional
items
|
-
|
(2)
|
The Operating profit before
exceptional items for 2023 of
€3,507 million was €2,260 million better than the Operating profit before exceptional items of
€1,247 million for 2022, driven by the increased capacity and higher
revenues, net of higher operating costs,
as explained further below. The Profit after tax
and before exceptional items was €2,655 million, €2,253 million
higher than the 2022 profit of €402 million.
Alternative performance measures
(before exceptional items)
€ million
|
2023
|
20221
|
Higher/
(lower) vly
|
Operating profit
|
3,507
|
1,247
|
2,260
|
Profit before tax
|
3,056
|
384
|
2,672
|
Profit after tax
|
2,655
|
402
|
2,253
|
1 The 2022 results include a
reclassification to conform with the current year presentation for
the Net gain on sale of property, plant and
equipment within Operating profit.
Accordingly, for the year to 31 December
2022, the Group has reclassified gains of
€22 million from Other non-operating
credits to Expenditure on operations. There is no impact on
the Profit before or after tax.
Revenue
€ million
|
2023
|
Higher/
(lower) vly
|
Higher/
(lower)
vly
(%)
|
Passenger revenue
|
25,810
|
6,352
|
32.6 %
|
Cargo revenue
|
1,156
|
(459)
|
(28.4) %
|
Other revenue
|
2,487
|
494
|
24.8 %
|
Total revenue
|
29,453
|
6,387
|
27.7 %
|
Total revenue increased €6,387
million versus 2022, after adverse foreign exchange rate movements
of €490 million, mainly due to the translation of British Airways'
and IAG Loyalty's results from pound sterling into euro, which
resulted in an adverse variance of €379 million versus
2022.
Passenger revenue
The increase in Passenger revenue
of €6,352 million, or 32.6%, was ahead of the increase in passenger
capacity of 22.6%, driven by higher yields and higher load factors
than in 2022. The growth in Passenger
revenue was linked to the reopening of markets, strong leisure
demand, together with increases in ticket prices to reflect higher
fuel prices and supplier price inflation. The recovery in corporate
travel was slower than that of leisure travel, with the Group's
premium leisure segment continuing to perform strongly.
The passenger load factor for the
year of 85.3% was 3.5 points higher than in 2022 and 0.7 points higher
than in 2019. Passenger yields, measured as passenger revenue per
revenue passenger kilometre (RPK) were 3.8% higher than in 2022 and
up 19.0% on 2019. The resulting passenger
unit revenue (passenger revenue per ASK) for the year was
8.2% higher than in 2022 and 20.1% higher than in
2019.
Cargo revenue
Cargo revenue, at €1,156 million,
was 28.4% lower than in 2022. Cargo volumes, measured in cargo
tonne kilometres (CTKs), were 17.2% higher than the previous year,
as the Group's airlines further restored their operations, leading
to an increase in both passenger and cargo capacity. Cargo yields,
measured as cargo revenue per cargo tonne kilometre, were 38.9%
lower than in 2022, reflecting the substantial growth in global
cargo capacity across the industry, together with softer market
demand, reflecting the macro-economic conditions. In 2022, cargo
yields had benefited from disruption to global supply chains, and
disruption to shipping, particularly in the first half of the year.
Cargo yields benefited from a growth in premium products, enabled
by the opening of a new premium cargo facility at London Heathrow.
At Madrid, IAG Cargo's investment in a perishable goods handling
facility was completed, further boosting cargo handling
capacity.
Cargo revenue increased by €39
million, or 3.5% versus 2019. The increase was primarily driven by
a 23.8% increase in cargo yields compared with 2019, which included
the impact of transformation initiatives. The higher cargo yields
more than compensated for a decline in volumes, which were 16.4%
lower than in 2019, mainly due to weaker market demand and reduced
cargo capacity, particularly from the Asia Pacific
region.
Other revenue
One of the Group's strategic
imperatives is to drive earnings growth through asset-light
businesses, with the growth of IAG Loyalty a particular priority.
The impact of the growth in IAG Loyalty contributes both to the
airlines' Passenger revenue and to Other revenue, through both the
issuance and redemption of its loyalty currency, Avios. IAG Loyalty
delivered another strong year of growth in the number of members
collecting Avios, including through its partnership with American
Express. IAG Loyalty's Other revenue was up 61% versus 2022 to €524
million.
The largest Other revenue streams
for the Group are BA Holidays and Iberia's
maintenance, repair and overhaul (MRO) business. BA Holidays grew
revenues in line with the continued increase in flying activity and
holiday and hotel services revenue increasing by €133 million to
€938 million. Iberia's MRO business saw increased engine
maintenance activity for third-party airlines, with revenues from
maintenance and overhaul services up €155 million to €683 million.
Revenue from ground handling, at €195 million, was flat versus
2022. After a competitive tender process for ground handling
contracts, the final resolution in September 2023 resulted in the
loss of third-party handling contracts at eight airports for Iberia
and as a result Iberia will see a reduction in ground handling
activity and revenues in 2024.
Overall for the year,
Other revenue was up 24.8% versus 2022 to
€2,487 million, 29.5% higher than in 2019.
Operating costs
Total operating expenditure rose from €21,788
million in 2022 to €25,946 million in 2023,
linked to the higher volume of flights and passenger numbers and
after favourable foreign currency
movements of €408 million, of which
€351 million were due to the translation
of the operating costs of British Airways and IAG Loyalty from
pound sterling into euros.
Employee costs
€ million
|
2023
|
Higher/
(lower)
vly
|
Higher/(lower)
vly
(%)
|
Employee costs
|
5,423
|
776
|
16.7 %
|
The rise in Employee costs of €776
million or 16.7% versus 2022 reflected the continued restoration of
the Group's capacity and the related increase in employee numbers,
as well as the investment in British Airways' London hub to improve
operational performance. Average headcount for the year was 69,762,
up 9,962 or 16.7% versus 2022. The Group
agreed pay deals with the substantial majority of its bargaining
groups and employees during
2023.
On a unit basis per ASK, Employee
costs were down 4.8% versus 2022.
Fuel, oil costs and emissions
charges
€ million
|
2023
|
Higher/
(lower)
vly
|
Higher/(lower)
vly
(%)
|
Fuel, oil costs and emissions
charges
|
7,557
|
1,437
|
23.5 %
|
Fuel, oil costs and emissions
charges were up €1,437 million versus
2022, principally reflecting increased
flying volumes. In 2022, the impact of the
significant increase in commodity fuel prices, following the
Russian invasion of Ukraine in February of that year, was mitigated
by the Group's fuel hedging programme. In
2023, whilst average spot fuel prices linked to fuel
purchase contracts were 17% lower than in
2022, the impact of hedging was
neutral, with the result that the Group's
effective fuel price after hedging was similar to
the previous year. Foreign exchange movements accounted for
only €6 million of the increase, with the
impact of a weaker US dollar against the euro and pound sterling
offset by translation exchange between the pound sterling and euro.
Within Fuel, oil costs and emissions charges, the cost of complying
with emissions trading schemes was €238
million, up from €134 million in
2022, reflecting both the higher level of
capacity flown, market prices under such schemes, and the reduction
in free allowances issued across the EU and UK.
On a unit basis per ASK, Fuel, oil
costs and emissions charges were up 0.7%
versus 2022.
Jet fuel price trend ($ per metric
tonne)
Fuel hedging
The Group seeks to reduce the
impact of volatile commodity prices by hedging prices in advance.
The Group's current fuel hedging policy was approved by the Board
in May 2021 (and has been regularly reviewed for appropriateness by
the Audit and Compliance Committee subsequently) and is designed to
provide flexibility to respond to both significant unexpected
reductions in travel demand or capacity and/or material or sudden
changes in jet fuel prices. The policy allows for differentiation
within the Group, to match the nature of each operating company,
and the use of call options for a proportion of the hedging
undertaken. The policy operates on a two-year rolling basis, with
hedging of up to 60% of anticipated requirements in the first 12
months and up to 30% in the following 12 months, and with
flexibility for low-cost airlines within the Group to adopt hedging
up to 75% in the first 12 months. For all Group airlines, hedging
between 25 and 36 months ahead is only undertaken in exceptional
circumstances.
Fuel consumption
The Group continued to benefit
from reduced fuel consumption, associated with the investment in
new fleet, with 35 newer-generation and more fuel-efficient
aircraft entering service in the year. Increased passenger load
factors versus 2022 also contributed to reduced carbon intensity,
measured as grammes of CO2 per passenger kilometre,
which was down 3.6% versus 2022.
Supplier costs
€ million
|
2023
|
Higher/
(lower)
vly
|
Higher/(lower)
vly
(%)
|
Handling, catering and other
operating costs
|
3,849
|
878
|
29.6 %
|
Landing fees and en-route
charges
|
2,308
|
418
|
22.1 %
|
Engineering and other aircraft
costs
|
2,509
|
408
|
19.4 %
|
Property, IT and other
costs1
|
1,058
|
108
|
11.4 %
|
Selling costs
|
1,155
|
235
|
25.5 %
|
Currency differences
|
26
|
(115)
|
(81.6) %
|
Total Supplier costs
|
10,905
|
1,932
|
21.5 %
|
1 For 2022 includes an exceptional credit of €23 million related to the partial reversal of the
historical fine, plus accrued interest, initially issued by the
European Commission to British Airways for involvement in cartel
activity and recognised as an exceptional charge in 2010. Further
information is given in the Alternative performance measures
section.
Total Supplier costs rose by
€1,932 million, or 21.5% to €10,905 million,
slightly below the increase in capacity.
Supplier costs were impacted by continued high levels of inflation
and disruption costs, although the impact was partially mitigated
by the Group's procurement and transformation
initiatives.
Supplier costs include a
€26 million currency differences charge in
2023 versus a €141 million currency differences charge in the
previous year; 2022 had been impacted by a
significant strengthening of the US dollar against both the pound
sterling and the euro versus 2021. Total foreign currency impacts
on Supplier costs, including currency differences, were
€298 million favourable versus 2022,
including a favourable impact of €163
million related to translating British Airways' and IAG Loyalty's
supplier costs from pound sterling into euro and the €141 million favourable currency differences charge
outlined above.
On a unit basis per ASK, Supplier
costs were down 1.1% versus 2022.
Ownership costs
Ownership costs include
Depreciation, amortisation and impairment of tangible and
intangible assets, including right of use assets, and the
Net gain on sale of property, plant and
equipment.
€ million
|
2023
|
Higher/
(lower)
vly
|
Higher/(lower)
vly
(%)
|
Depreciation, amortisation and
impairment
|
2,063
|
(7)
|
(0.3) %
|
Net gain on sale of property,
plant and equipment
|
(2)
|
20
|
(90.9) %
|
Ownership
costs1
|
2,061
|
13
|
0.6 %
|
1 For 2022, includes an exceptional credit of €8 million related to the partial reversal of an
impairment relating to fleet assets that were previously stood down
in 2020. Further information is given in the Alternative
performance measures section.
The increase in ownership costs
versus 2022 is mainly driven by the
increase in the Group's fleet of aircraft, linked to the
restoration of capacity and 34 deliveries
of new aircraft in the year. The
Net gain on sale of property, plant and
equipment was €2 million,
reflecting the disposal of aircraft withdrawn from service and
related spare parts. On a unit basis per ASK, Ownership costs were
down 18.2% versus 2022, mainly reflecting the restoration of capacity
and improvements in aircraft
utilisation.
Aircraft fleet
In 2023, the in-service fleet
increased by 24 aircraft: 37 aircraft entered service and 13
aircraft were retired. Of the aircraft entering service, five
re-entered service having previously been stood down and two were
delivered in late 2022. In total, 34 aircraft were delivered in the
year, of which four aircraft entered service early in
2024.
Number of fleet
Number of fleet
in-service
|
2023
|
2022
|
Higher/
(lower)
vly
|
Short-haul
|
389
|
381
|
2.1 %
|
Long-haul
|
193
|
177
|
9.0 %
|
|
582
|
558
|
4.3 %
|
In addition to the in-service
fleet, there were a further nine aircraft not in service, made up
of five aircraft held by the Group pending disposal or lease return
and four aircraft delivered late in 2023 and not in service by 31
December 2023.
Exchange rate impact
Exchange rate impacts are
calculated by retranslating current year results at prior year
exchange rates. The reported revenues and expenditures are impacted
by the translation of currencies other than euro to the Group's
reporting currency of euro, primarily pound sterling related to
British Airways and IAG Loyalty. From a transaction perspective,
the Group's performance is impacted by the fluctuation of exchange
rates, primarily exposure to the pound sterling, euro and US
dollar. The Group typically generates a surplus in most currencies
in which it does business, except the US dollar, for which capital
expenditure, debt repayments and fuel purchases typically create a
deficit which is managed and partially hedged. The Group hedges its
economic exposure from transacting in foreign currencies but does
not hedge the translation impact of reporting in euro.
Overall, in 2023 the Group operating profit before exceptional
items was reduced by €82 million due to
adverse exchange rate impacts.
Exchange rate impact before
exceptional items
€ million
Favourable/(adverse)
|
|
2023
|
|
Translation impact
|
Transaction impact
|
Total
exchange impact
|
Total exchange impact on
revenue
|
(379)
|
(111)
|
(490)
|
Total exchange impact on operating
expenditures
|
351
|
57
|
408
|
Total exchange impact on operating
profit
|
(28)
|
(54)
|
(82)
|
€ million
Favourable/(adverse)
|
|
2022
|
|
Translation impact
|
Transaction impact
|
Total
exchange impact
|
Total exchange impact on
revenue
|
97
|
685
|
782
|
Total exchange impact on operating
expenditures
|
(129)
|
(975)
|
(1,104)
|
Total exchange impact on operating
profit
|
(32)
|
(290)
|
(322)
|
The exchange
rates of the Group were as follows:
|
2023
|
2022
|
Higher/
(lower)
vly
|
Translation - Balance
sheet
|
|
|
|
£ to €
|
1.16
|
1.14
|
1.8 %
|
Translation - Income statement
(weighted average)
|
|
|
|
£ to €
|
1.15
|
1.17
|
(1.7) %
|
Transaction (weighted
average)
|
|
|
|
£ to €
|
1.15
|
1.17
|
(1.7) %
|
€ to $
|
1.09
|
1.05
|
3.8 %
|
£ to $
|
1.26
|
1.23
|
2.4 %
|
Total net non-operating
costs
Total net non-operating costs for
the year were €451 million, versus
€863 million in 2022. Finance costs of €1,113
million were €96 million higher than in
2022, although they fell in the fourth
quarter by 16.3% or €48 million, linked to the early debt
repayments described in 'Early repayment of debt raised in 2020 and
2021' below and in note 3 to the
Group financial statements. Finance income
was up €334 million, reflecting
the Group's strong cash balances and the
higher interest rates earned on deposits. The other main movement
was for net currency retranslation, with a
credit of €176 million in 2023 versus a charge of
€115 million in 2022, principally
reflecting the weakening of the US
dollar.
The Net change in the fair value
of financial instruments of €11 million
reflects fair value adjustments at 31 December
2023 of IAG's €825 million convertible
bond maturing in 2028.
Other non-operating credits of €8
million in 2023 (2022: credit of €110 million) mainly represent net
gains or losses on derivative contracts for which hedge accounting
is not applied, together with a net gain of €10 million in 2023 on
the sale of investments.
Tax
The tax charge on the Profit for the year was €401 million (2022: tax
credit of €16 million), and the effective
tax rate was 13.1% (2022: negative
3.9%).
The substantial majority of the
Group's activities are taxed where the main operations are based:
in the UK, Spain and Ireland, which had statutory corporation tax
rates of 23.5%, 25.0% and 12.5% respectively
for 2023. The expected effective tax rate
for the Group is determined by applying the relevant corporation
tax rate to the profits or losses of each jurisdiction.
The geographical distribution of
profits and losses in the Group results in the expected tax rate
being 23.5% for the year to 31 December 2023. The difference
between the actual effective tax rate of 13.1% and the expected tax
rate of 23.5% is primarily due to the recognition of previously
unrecognised tax losses in the Group's Spanish
companies.
The Profit after tax for the year
was €2,655 million (2022: €431
million).
On 3 March 2021, the UK Chancellor
of the Exchequer announced that legislation would be introduced in
the Finance Bill 2021 to set the main rate of corporation tax at
25% from April 2023. On 24 May 2021, the Finance Bill was
substantively enacted, which has led to the remeasurement of
deferred tax balances and will increase the Group's future current
tax charge accordingly. As a result of the remeasurement of
deferred tax balances in UK entities, a charge of €13 million
(2022: €17 million credit) is recorded in the Income statement and
a credit of €3 million (2022: €10 million charge) is recorded in
Other comprehensive income.
The Group is monitoring the OECD's
proposed two-pillar solution to address the tax challenges arising
from the digitalisation of the economy. This reform to the
international tax system is designed to ensure that multinational
enterprises with consolidated worldwide annual turnover exceeding
€750 million will be subject to a minimum 15% effective tax rate,
and also proposes to address the geographical allocation of profits
for the purposes of taxation. On 15 December 2022, the Council of
the European Union formally adopted the EU Pillar Two Directive. On
22 December 2022, the EU Minimum Tax Directive was
published.
On 11 July 2023, the UK enacted
Finance (No. 2) Act 2023 which introduced the Multinational Top-up
Tax and the Domestic Top-up Tax with effect for accounting periods
beginning on or after 31 December 2023. These taxes are the UK's
adoption of the income inclusion rule and domestic minimum top-up
tax rule referenced in the OECD's Pillar Two reform.
On 18 December 2023, Ireland
enacted Finance (No. 2) Act 2023 which, pursuant to the EU Minimum
Tax Directive, provided for the introduction of a new minimum
effective rate of tax for certain businesses. These rules provide
for a Qualified Domestic Top-Up Tax where an in-scope group's Irish
operations have an effective rate of tax of less than 15%. They
come into force for accounting periods beginning on or after 31
December 2023.
On 19 December 2023, Spain's
Council of Ministers approved a draft law to implement the EU
Minimum Tax Directive. This is to be subject to consultation, prior
to being sent to Parliament.
For 2023, the predominant
jurisdiction in which the Group operates with an effective tax rate
of less than 15% is Ireland through Aer Lingus. While the impact on
the Group of the adoption of Pillar Two is not yet reasonably
possible to estimate, for indicative purposes, in 2023 Aer Lingus
recorded a current tax expense of €24 million relating to its Irish
operations, representing an effective tax rate of 12.8%. Had the
effective tax rate applied by Aer Lingus to its Irish operations
been 15%, the current period tax expense would have increased by €4
million to €28 million, which would have increased the overall
Group effective tax rate from 13.1% to 13.3%.
On 18 January 2024, the
Tribunal Constitucional
(Constitutional Court) in Spain issued a ruling that the amendments
to corporate income tax arising from the introduction of Royal
Decree-Law 3/2016 were unconstitutional and accordingly revoked.
The Group has not adjusted the financial statements for this
revocation, but expects to recognise a tax receivable, excluding
interest arising, from the Spanish tax authorities of approximately
€191 million and an associated deferred tax charge of approximately
€58 million.
Operating profit performance of
airline operating companies
|
Aer
Lingus
€ million
|
|
British
Airways
£
million
|
|
Iberia
€ million
|
|
Vueling
€ million
|
Statutory
|
2023
|
Higher/
(lower) vly
|
|
2023
|
Higher/
(lower) vly
|
|
2023
|
Higher/
(lower) vly
|
|
2023
|
Higher/
(lower) vly
|
Passenger revenue
|
2,209
|
530
|
|
12,668
|
3,453
|
|
5,262
|
1,220
|
|
3,181
|
597
|
Cargo revenue
|
55
|
(25)
|
|
757
|
(303)
|
|
275
|
(72)
|
|
-
|
-
|
Other revenue
|
10
|
-
|
|
898
|
143
|
|
1,421
|
299
|
|
17
|
3
|
Total revenue
|
2,274
|
505
|
|
14,323
|
3,293
|
|
6,958
|
1,447
|
|
3,198
|
600
|
Fuel, oil costs and emissions
charges
|
639
|
100
|
|
3,825
|
896
|
|
1,496
|
183
|
|
907
|
168
|
Employee costs
|
471
|
78
|
|
2,577
|
477
|
|
1,284
|
123
|
|
399
|
29
|
Supplier costs
|
789
|
143
|
|
5,475
|
880
|
|
2,827
|
543
|
|
1,240
|
152
|
Ownership
costs1
|
150
|
16
|
|
1,015
|
(66)
|
|
411
|
47
|
|
256
|
50
|
Operating profit
|
225
|
168
|
|
1,431
|
1,106
|
|
940
|
551
|
|
396
|
201
|
Operating margin
|
9.9%
|
6.7
pts
|
|
10.0%
|
7.0
pts
|
|
13.5%
|
6.4
pts
|
|
12.4%
|
4.9
pts
|
|
|
|
|
|
|
|
|
|
|
|
|
Alternative performance
measures2
|
|
|
|
|
|
|
|
|
|
|
|
Passenger revenue
|
2,209
|
530
|
|
12,668
|
3,453
|
|
5,262
|
1,220
|
|
3,181
|
597
|
Cargo revenue
|
55
|
(25)
|
|
757
|
(303)
|
|
275
|
(72)
|
|
-
|
-
|
Other revenue
|
10
|
-
|
|
898
|
143
|
|
1,421
|
299
|
|
17
|
3
|
Total revenue before exceptional
items
|
2,274
|
505
|
|
14,323
|
3,293
|
|
6,958
|
1,447
|
|
3,198
|
600
|
Fuel, oil costs and emissions
charges
|
639
|
100
|
|
3,825
|
896
|
|
1,496
|
183
|
|
907
|
168
|
Employee costs
|
471
|
78
|
|
2,577
|
477
|
|
1,284
|
123
|
|
399
|
29
|
Supplier costs
|
789
|
143
|
|
5,475
|
861
|
|
2,827
|
543
|
|
1,240
|
152
|
Ownership
costs1
|
150
|
16
|
|
1,015
|
(66)
|
|
411
|
47
|
|
256
|
42
|
Operating profit
before exceptional items
|
225
|
168
|
|
1,431
|
1,125
|
|
940
|
551
|
|
396
|
209
|
Operating margin before exceptional items
|
9.9%
|
6.7
pts
|
|
10.0%
|
7.2
pts
|
|
13.5%
|
6.4
pts
|
|
12.4%
|
5.2
pts
|
1 Ownership costs reflects
Depreciation, amortisation and impairment, and the Net (gain)/loss on the sale of property, plant and
equipment.
2 Further detail is provided
in the Alternative performance measures section.
The Iberia numbers in the table
above are presented on the same basis as in note 5 to the
consolidated financial statements and exclude LEVEL
Spain.
Review by operating
company
All of the airline operating companies saw a significant increase in
profitability in 2023, with Iberia and
Vueling achieving record levels of operating
profit, reflecting strong passenger yields, which were able
to offset the impacts of higher effective fuel prices and
inflation.
British Airways operated the
lowest passenger capacity relative to 2019, with ASKs at
90.1% of 2019, partly linked to the
delayed restoration of its capacity to the Asia Pacific region,
which saw COVID-19 restrictions continue longer than the rest of
IAG's markets. Aer Lingus operated at 104.4% of
2019 capacity, including the impact of its new UK base at
Manchester Airport opened in October 2021. Iberia and Vueling both
increased capacity versus 2019, operating at 103.2% and 108.5% of
2019 levels respectively.
Operating profit before
exceptional items
|
2023
|
20221
|
20191, 2
|
Aer Lingus (€ million)
|
225
|
57
|
276
|
British Airways (£
million)
|
1,431
|
306
|
1,893
|
Iberia (€ million)
|
940
|
389
|
498
|
Vueling (€ million)
|
396
|
187
|
241
|
IAG Loyalty (£ million)
|
280
|
240
|
176
|
1 The 2019 and 2022 results include a reclassification to conform
with the current year presentation for the Net
gain on sale of property, plant and equipment within
Operating profit.
2 The 2019 results have been
restated for the treatment of administration costs associated with
the Group's defined benefit pension schemes.
IAG Loyalty showed significant
growth in its non-airline partner revenue streams, together with
benefiting from the recovery in the Group's airlines, leading to a
second successive year of record operating profits, with operating
profit before exceptional items of £280 million (€321 million), up
from £240 million (€282 million) in 2022. IAG Loyalty's operating
margin for 2023 was 21.7%, with the reduction of 6.7 points from
28.4% in 2022 due to the increased level of Avios redemption
activity as well as the mix of Avios issued between the Group's
airlines and other partners.
Capital expenditure
In 2023, the Group
continued to invest in its aircraft
fleets, customer products and services, IT infrastructure and
sustainability, as the business continued to recover and restore
capacity. Capital expenditure, measured as the Acquisition of
property, plant and equipment and intangible assets from the Cash
flow statement, was €3,544 million,
compared with €3,875 million in
2022, with the reduction of €331 million due to the profile of fleet deliveries and
pre-delivery payments, with investment in IT higher than in
2022, as the Group continues to invest in
its IT estate and transformation projects. In
2023, the Group took delivery of 34 aircraft: ten for British
Airways, 14 for Iberia, six for Vueling, two for Aer Lingus and two
for LEVEL. Of these deliveries, 28
were aircraft acquired from Airbus and Boeing and six were leased directly from aircraft lessors
(2022: 25
aircraft acquired from Airbus and Boeing and two leased directly from aircraft lessors).
One of the aircraft acquired from Airbus in 2023
was novated to a lessor immediately prior to the point of delivery
as part of a sale and leaseback arrangement, which resulted in the
final delivery payment for the aircraft being made by the lessor,
rather than by the Group as capital expenditure; the Group also
received a refund of the pre-delivery payments it had made in
advance of the delivery date in respect of that
aircraft.
Aircraft deliveries
|
2023
|
2022
|
Airbus A320ceo
|
2
|
-
|
Airbus A320neo family
|
19
|
12
|
Airbus A330
|
2
|
-
|
Airbus A350
|
9
|
12
|
Boeing 787-10
|
2
|
3
|
Total
|
34
|
27
|
Aircraft orders
During 2023, the Group converted ten
A320neo options to firm deliveries in
2028, as replacement aircraft for its short-haul network. A new order was
placed for British Airways for six Boeing 787-10 aircraft, and one
new Airbus A350-900 aircraft was ordered for Iberia; the aircraft
represented by these new orders will be delivered in 2025 and
2026. In addition to these orders from Airbus and Boeing,
the Group entered into leases directly with lessors for
two Airbus A350-900 aircraft for Iberia,
two Airbus A330-200 aircraft for
LEVEL and two
A320ceo aircraft for Vueling, all of which were delivered during the year. The table
below includes three further A320ceo aircraft for Vueling, for
which leases were signed prior to 31 December 2023, with the
aircraft to be delivered in 2024.
The Group anticipates introducing
eight further A320ceo aircraft for Vueling in 2024 through
operating leases, to cover aircraft availability linked to
additional maintenance requirements for aircraft with Pratt &
Whitney 'GTF' engines.
Aircraft future deliveries at 31
December
|
2023
|
2022
|
Airbus A320ceo
|
3
|
-
|
Airbus A320neo family
|
82
|
91
|
Airbus A321XLR
|
14
|
14
|
Airbus A350
|
3
|
12
|
Boeing 737
|
50
|
50
|
Boeing 777-9
|
18
|
18
|
Boeing 787-10
|
11
|
7
|
Total
|
181
|
192
|
In addition to those committed
future deliveries shown above,
at 31 December
2023, the Group held options to acquire a further
235 aircraft from Airbus and
Boeing.
Capital commitments
Capital expenditure authorised and
contracted for at 31
December 2023 amounted to €12,706
million (2022: €13,749 million), with the decrease attributable to the
net of the aircraft deliveries and the new orders described above.
Most of these commitments are denominated in US dollars.
The Group has certain rights to
cancel commitments in the event of significant delays to aircraft
deliveries caused by the aircraft manufacturers. No such rights had
been exercised as at 31 December
2023.
Working capital
The net movement in working
capital saw a cash outflow of €142 million
in 2023, compared with a significant cash
inflow of €1,884 million in 2022. The year 2022 had seen
a significant restoration of airline capacity by the end of the
year, with significant related increases in bookings for future
travel (Deferred revenue), net of trade receivables, together with
an increase in Trade and other payables, linked to the increase in
the Group's flying programmes and the related increase in operating
expenditure. By contrast, in 2023,
working capital had returned closer to a
steady-state position. Inventories increased by €141 million to €494 million,
partially linked to engine purchases to meet maintenance
requirements. Trade receivables were up by €229 million to €1,559
million, related to higher passenger numbers and yields, together
with some timing differences related to certain receipts due from
the Spanish government.
At 31 December 2023, total
Deferred revenue, which includes the Group's loyalty schemes, was
€8,023 million, an increase of €379 million versus €7,644 million
at 31 December 2022. Deferred revenue at 31 December 2023 includes
€645 million in respect of unredeemed vouchers, including
associated taxes (2022: €911 million). The unredeemed voucher
balance includes: flight vouchers issued to customers at their
election to provide the flexibility to change their destination
and/or date of travel (a policy introduced in 2020 and still in
operation) and loyalty-related companion vouchers (referred to as
'non-disrupted vouchers'); vouchers issued due to COVID-19 flight
cancellations (referred to as 'disrupted vouchers'); certain other
flexible fare options; and other gift vouchers. The outstanding
balance of disrupted vouchers at 31 December 2023 was €139 million,
with the remaining €506 million relating to ongoing commercial
policies, which the Group expects to continue to be offered in the
future.
Funding and debt
IAG's long-term objectives when
managing capital are: to safeguard the Group's ability to continue
as a going concern and its long-term viability; to maintain an
optimal capital structure in order to reduce the cost of capital;
and to provide sustainable returns to shareholders. In November
2018, S&P and Moody's assigned IAG long-term investment-grade
credit ratings with a stable outlook; IAG's credit ratings remained
investment-grade up until the outbreak of COVID-19. In 2023, due to the improvement in the
Group's profitability, cash generation and balance sheet, both
S&P and Moody's raised their credit ratings of IAG in the
fourth quarter of the year. The Group's current ratings (at
28 February 2024) are: S&P: BBB-
(investment grade), Moody's: Ba1. British Airways has separate
credit ratings, which were also increased to BBB- (investment
grade) by Fitch and S&P; Moody's rating of
British Airways is Ba1.
Early repayment of debt raised in
2020 and 2021
During 2020 and 2021, the Group's
airlines required additional liquidity, due to the significant
adverse impact of COVID-19, and all entered into special COVID-19-related financing arrangements,
partially or fully guaranteed by the
governments in their home countries. This debt
was based on floating rate arrangements and agreed at margins that
reflected the condition of the financial markets and the Group's
airlines at the time; this debt was among the most expensive of the
Group's debt to service. As a result of the Group's
profitability and cash generation in 2022
and 2023, and expected continued strong
cash generation over the foreseeable future, in the second half of
2023, the Board agreed that the remainder
of this debt should be repaid ahead of its scheduled maturity,
which was between 2024 and 2026. The total amount
repaid early was €3,271 million: £2,000 million (€2,312 million)
for British Airways, partially guaranteed by the UK Export Fund
(UKEF); €644 million and €223 million for Iberia and Vueling
respectively, partially guaranteed by Spain's Instituto de Crédito Oficial (ICO);
€42 million of other non-aircraft debt for Iberia; and €50 million
to the Ireland Strategic Investment Fund (ISIF) for Aer Lingus.
These early debt repayments will result in a reduction in interest
costs in future years.
Following these early repayments,
and the repayment of IAG's €500 million bond in July 2023, the
maturity profile of the Group's debt as of 31 December 2023, aside
from aircraft financing payments, includes two €500 million IAG
bonds due in 2025 and 2027, respectively, IAG's €825 million 2028
convertible bond and a €700 million IAG bond due in
2029.
Debt and capital
The Group monitors leverage using
net debt to EBITDA before exceptional items, in addition to closely
following measures used by the credit ratings agencies, including
those based on total borrowings (gross debt).
In 2019, the Group set a target of
net debt to EBITDA before exceptional items below 1.8 times, which
broadly corresponded to investment grade with the credit ratings
agencies. At its Capital
Markets Day in November 2023, the
Group confirmed this target remains appropriate.
As at 31
December 2023, net debt to EBITDA before exceptional items
had reduced to 1.7 times, compared with
3.1 times in 2022, reflecting the strong recovery in profitability
and the related cash generation, with capital expenditure
€331 million lower than the previous
year.
Net debt
€ million
|
2023
|
2022
|
Higher /
(lower)
|
Debt
|
19,984
|
19,610
|
374
|
Cash and cash equivalents and
interest-bearing deposits
|
(9,599)
|
(7,943)
|
(1,656)
|
Net debt at 1 January
|
10,385
|
11,667
|
(1,282)
|
Decrease/(increase) in cash net of
exchange
|
2,762
|
(1,656)
|
4,418
|
Movements in total borrowings
|
|
|
|
Net cash outflow repayments of
borrowings and lease liabilities
|
(5,999)
|
(2,505)
|
(3,494)
|
Net cash inflow new
borrowings
|
1,001
|
1,436
|
(435)
|
Non-cash impact of new
leases
|
1,315
|
1,017
|
298
|
Decrease in net debt from regular
financing
|
(3,683)
|
(52)
|
(3,631)
|
Exchange and other non-cash
movements
|
(219)
|
426
|
(645)
|
Net debt at 31 December
|
9,245
|
10,385
|
(1,140)
|
Net debt reduced by €1,140
million, principally due to the recovery in profitability and
operating cash flow generation, partially offset by the capital
expenditure of €3,544 million. Gross debt reduced by €3,902 million
during the year to €16,082 million. Repayments exceeded new
borrowings by €4,998 million, mainly due to the early repayments of
non-aircraft debt outlined above, the repayment on maturity of a
€500 million IAG bond, and scheduled repayments of aircraft
financing exceeding new aircraft financing raised during the year.
The Group also raised financing by way of sale and leaseback
transactions and extended existing leases, which together added
€1,315 million to gross debt. The Group's gross debt is subject to
foreign exchange translation movements, as the majority of the
Group's aircraft debt is denominated in US dollars. Over the course
of 2023, the euro and pound sterling strengthened against the US
dollar leading to a decrease in gross debt of €361 million. The
remainder of the variance in gross debt versus 2022 is mainly due
to the increase in the fair value of IAG's €825 million convertible
bond due in 2028.
Cash
Cash, cash equivalents and
interest-bearing deposits
€ million
|
2023
|
2022
|
Higher/
(lower)
|
Aer Lingus1
|
356
|
375
|
(19)
|
British Airways
|
1,361
|
2,877
|
(1,516)
|
Iberia
|
1,890
|
2,389
|
(499)
|
Vueling
|
452
|
766
|
(314)
|
IAG Loyalty
|
1,374
|
993
|
381
|
IAG and other Group
companies
|
1,404
|
2,199
|
(795)
|
Cash and cash equivalents and
interest-bearing deposits
|
6,837
|
9,599
|
(2,762)
|
1 At 31
December 2023 Aer Lingus held €31 million of restricted cash (2022:
€33 million) within interest-bearing deposits maturing after more
than three months to be used for employee-related
obligations.
British Airways, Iberia, Vueling,
Aer Lingus and IAG Loyalty all experienced
significant positive operating cash flow in the year. The reduction
in the balance of cash, cash equivalents and interest-bearing
deposits in IAG and other Group companies principally reflects the
early repayment of floating rate unsecured debt in all the
airlines, and the repayment of the IAG €500
million 2023 bond on maturity.
Debt
Long-term aircraft
financing was drawn for 31 aircraft during 2023,
including five aircraft that were delivered in
2022 to British Airways and for which funding was committed at 31
December 2022. The Group also secured committed funding of €375
million, to be drawn in 2024, for three British Airways aircraft,
including two delivered in 2023; this committed funding is included
in committed and undrawn aircraft financing facilities at 31
December 2023. Linked to its strong cash generation, Iberia did not
seek financing for three new
A321neo aircraft delivered in 2023,
with these aircraft held unencumbered at 31
December 2023.
Equity
No equity was raised or repaid
during the year, nor in 2022.
Liquidity facilities
During the year, the Group
exercised a one-year extension to the availability of its Revolving
Credit Facility (RCF), which now has committed availability until
March 2026. The available amount will remain at $1,755 million (€1,605
million) until March 2025 and reduce to $1,655 million
(€1,513 million) for the final 12 months
to March 2026. The facility was originally agreed and executed with
a syndicate of banks in 2021, with availability for three years,
plus two consecutive one-year extension periods, at the discretion
of the lenders. The facility is available to Aer Lingus, British
Airways and Iberia, each of which has a separate borrower limit
within the overall facility. Any drawings under the facility would
be secured against eligible unencumbered aircraft assets and/or
take-off and landing rights at London Heathrow or London Gatwick
airports. This facility was undrawn at 31
December 2023.
The Group also added a new £1,000
million (€1,159 million) committed credit
facility for British Airways, partially guaranteed by the UKEF,
which was agreed upon the repayment of British Airways' £2,000
million (€2,312 million) loan in September
2023 and which matures in September 2028. This is
in addition to the existing £1,000 million (€1,159 million)
committed credit facility for British Airways, partially guaranteed
by the UKEF, which was agreed and executed in 2021 and
matures in November 2026. Both facilities were undrawn at
31 December 2023.
Aer Lingus has a €350 million
credit facility with Ireland's ISIF, which
is available until March 2025. This facility was undrawn at
31 December 2023. At 31
December 2022 €50 million was drawn; this €50 million was
repaid in the first half of 2023.
The Group also has certain other
committed and undrawn general and overdraft facilities, bringing
total committed and undrawn general and overdraft facilities at
31 December 2023 to €4,412 million (2022:
€3,284 million).
The Group also holds €375 million of committed and undrawn aircraft financing
facilities (2022: €1,116 million). The committed amount at 31 December 2023 represents financing for three
British Airways aircraft to be drawn in 2024. The committed and
undrawn aircraft financing facilities at 31
December 2022 included committed financing for five aircraft
for British Airways that was drawn in 2023 and certain backstop
financing arrangements, which have now expired. The Group's
aircraft deliveries continue to be successfully financed on regular
long-term financing arrangements as required, and hence no drawing
on these backstop arrangements was necessary.
In total, the Group had
€4,787 million of committed and undrawn
general and aircraft facilities as at 31 December
2023 (2022: €4,400 million).
The facilities values above do not
include the balance of certain shorter-term working capital
facilities available to the Group's operating companies.
Dividends
No dividends were proposed or paid
in 2023 (2022:
nil).
Liquidity and cash flow
Total liquidity, measured as cash,
cash equivalents and interest-bearing deposits of €6,837 million and committed and undrawn general and
aircraft facilities of €4,787 million, was
€11,624 million at 31
December 2023. This represented a decrease of €2,375 million versus total liquidity of €13,999 million at the end of 2022, linked mainly to the Group's decision to repay
certain of its debt raised in 2020 and 2021 in advance of its
scheduled maturity.
Cash flow
The Group saw strong cash flow
generation in 2023, mainly linked to its
strong profit performance; the strong cash generation in turn
allowed the Group to rebalance the mix of gross debt and cash by
undertaking the early debt repayments outlined above.
Free cash flow
In 2023,
the Group adopted Free cash flow as an Alternative performance
measure, replacing Levered free cash flow.
Free cash flow is defined as Net cash flows from operating
activities less Acquisition of property, plant and equipment and
intangible assets. See Alternative performance measures section for
further details.
€ million
|
2023
|
2022
|
Variance
|
Net cash flows from operating
activities
|
4,864
|
4,854
|
10
|
Acquisition of property, plant and
equipment and intangible assets
|
(3,544)
|
(3,875)
|
331
|
Free cash flow
|
1,320
|
979
|
341
|
In 2023,
Free cash flow was €1,320 million, up €341
million versus 2022, driven by similar Net
cash flows from operating activities, but lower capital
expenditure, as outlined above. In 2022, whilst
the Operating profit was significantly lower, Net cash flows from
operating activities benefited from the restoration of capacity and
the associated positive impact on working capital, mainly from the
rebuilding of advanced ticket sales.
Condensed cash flow
summary
€ million
|
2023
|
20221
|
Variance
|
Net cash flows from operating
activities
|
4,864
|
4,854
|
10
|
Net cash flows from investing
activities
|
(3,423)
|
(3,463)
|
40
|
Net cash flows from financing
activities
|
(5,194)
|
(56)
|
(5,138)
|
Net (decrease)/increase in cash
and cash equivalents
|
(3,753)
|
1,335
|
(5,088)
|
Net foreign exchange
differences
|
(2)
|
(31)
|
29
|
Cash and cash equivalents at 1
January
|
9,196
|
7,892
|
1,304
|
Cash and cash equivalents at year
end
|
5,441
|
9,196
|
(3,755)
|
Interest-bearing deposits maturing
after more than three months
|
1,396
|
403
|
993
|
Cash, cash equivalents and other
interest-bearing deposits
|
6,837
|
9,599
|
(2,762)
|
1 The 2022 results include reclassifications to conform with
the current year presentation. Further information is given in note
2 and note 37.
Many of the significant cash flow
items are already explained above, including in the sections
covering operating costs, non-operating costs, capital expenditure,
working capital and other initiatives and funding. Further detail of the other main movements is provided
below.
Cash flows from operating
activities
€ million
|
2023
|
20221
|
Variance
|
Operating profit
|
3,507
|
1,278
|
2,229
|
Depreciation, amortisation and
impairment
|
2,063
|
2,070
|
(7)
|
Net gain on disposal of property,
plant and equipment
|
(2)
|
(22)
|
20
|
Pension contributions net of
service costs
|
(30)
|
(5)
|
(25)
|
Increase in provisions
|
237
|
463
|
(226)
|
Unrealised currency
differences
|
51
|
19
|
32
|
Other movements
|
111
|
76
|
35
|
Interest paid
|
(1,005)
|
(817)
|
(188)
|
Interest received
|
365
|
42
|
323
|
Tax paid
|
(291)
|
(134)
|
(157)
|
Movement in working
capital
|
(142)
|
1,884
|
(2,026)
|
Net cash flows from operating
activities
|
4,864
|
4,854
|
10
|
1 The 2022 results include reclassifications to conform with
the current year presentation. Further information is given in note
2 and note 37.
In December 2022, British Airways
agreed the valuation of its main defined benefit pension scheme,
the New Airways Pension Scheme (NAPS), with the scheme's Trustee,
which resulted in a deficit as at the valuation date of 31 March
2021 of £1,650 million (€1,887 million). As at 31 December 2023,
the scheme was over 100% funded on the 2021 valuation basis and an
overfunding protection mechanism agreed with the NAPS Trustee had
the effect that no contributions were due in 2022 or 2023. Deficit
contributions could resume should the funding level fall in the
future. The pension cash flows shown above represent payments to
various smaller schemes within the Group. The valuation of the main
British Airways pension schemes also showed a surplus on the IAS 19
accounting basis, which does not impact contributions due to the
schemes. Total Employee benefit assets at 31 December 2023, of
which the principal element is the NAPS accounting surplus, were
€1,380 million; the reduction of €954 million versus 31 December
2022 was predominately due to the impact of the fall in AA
corporate bond yields applied in discounting scheme liabilities,
leading to higher liabilities at the same time as the market value
of assets fell, mainly due to the increase in UK government bond
yields.
Provision and other non-cash
movements mainly relate to restoration and handback provisions for
leased aircraft and ETS allowances. Provisions for ETS allowances
are charged to Fuel, oil costs and emissions charges as they are
built up through the year, with the cash payment for ETS credits
acquired by the Group's airlines to meet the requirements of the
various emissions trading schemes accounted for as capital
expenditure. Provision and other non-cash movements also include
restructuring payments of €82 million, mainly relating to
redundancy programmes in Iberia agreed prior to 2020.
The increase in interest paid in
2023 reflects higher interest rates, partially mitigated in the
fourth quarter by the early repayment of €3,271 million of floating
rate debt outlined above. After including the impact of hedging,
13% of the Group's total debt at 31 December 2023 was on floating
rate arrangements.
Cash flows from investing
activities
€ million
|
2023
|
2022
|
Variance
|
Acquisition of property, plant and
equipment and intangible assets
|
(3,544)
|
(3,875)
|
331
|
Sale of PPE, intangible assets and
investments
|
1,091
|
837
|
254
|
Increase in other current
interest-bearing deposits
|
(985)
|
(351)
|
(634)
|
Payment to Globalia for
convertible loan
|
-
|
(100)
|
100
|
Other investing
movements
|
15
|
26
|
(11)
|
Net cash flows from investing
activities
|
(3,423)
|
(3,463)
|
40
|
The €1,091 million of cash inflow
from the Sale of property, plant and equipment, intangible assets
and investments is mainly due to the aircraft sale and leaseback
transactions discussed in the Funding and debt section above,
together with the disposal of assets, principally aircraft being
retired from service. The increase from 2022 reflects the number
and type of aircraft financed through sale and leaseback
transactions in 2023 compared with 2022.
In March 2022, IAG entered into a
convertible loan with Globalia for €100 million, convertible into
an equity stake in Air Europa Holdings of 20%; the conversion
option was exercised in August 2022, with the equity stake treated
as an equity investment.
Cash flows from financing
activities
€ million
|
2023
|
2022
|
Variance
|
Proceeds from
borrowings
|
1,001
|
1,436
|
(435)
|
Repayment of borrowings
|
(4,268)
|
(1,050)
|
(3,218)
|
Repayment of lease
liabilities
|
(1,731)
|
(1,455)
|
(276)
|
Settlement of derivative financial
instruments
|
(119)
|
1,036
|
(1,155)
|
Acquisition of treasury shares and
other financing movements
|
(77)
|
(23)
|
(54)
|
Net cash flows from financing
activities
|
(5,194)
|
(56)
|
(5,138)
|
Proceeds from borrowings reflect
the cash inflows from aircraft financing as described in the
Funding and debt section above. Aside from the additional liquidity
facilities described in 'Liquidity
facilities' above, there was no new
non-aircraft financing raised in 2023
(2022: nil).
Settlement of derivative financial
instruments relates to settlements of foreign exchange instruments
taken out to hedge long-term debt payments, including US dollar
lease payments. The outflow in 2023
relates to the weakening of the US dollar versus the euro and pound
sterling. In 2022, the significant inflow
related to the strengthening of the US dollar versus the euro and
pound sterling.
The Acquisition of treasury shares
and other financing movements includes the purchase of 27 million shares in 2023
related to the Group's intended acquisition of the remaining shares
in Air Europa Holdings, as part of the consideration is required to be
delivered as IAG shares, together with 15
million shares related to employee incentive schemes. In
2022, 15 million shares were purchased
related to employee incentive schemes.
STRATEGIC FRAMEWORK
IAG's purpose is to connect
people, businesses and countries, and we hold innovation,
commitment, care for people, responsibility, pragmatism, execution,
ambition and resilience as key values that enable us to fulfil our
purpose.
We create value through a unique
model that enables our airlines to perform in the long-term
interests of our customers, people, shareholders and society -
knowing that success in each reinforces the others.
IAG, as the parent company,
actively engages and works collaboratively with its portfolio of
operating companies, sharing best practices and talent, overseeing
intra-Group coordination and managing central functions that drive
synergies and value to the Group. Its independence from the
operating companies enables IAG to implement a long-term strategy
for the Group that is aligned with our purpose and values, as well
as set performance targets for the operating companies, track their
progress and efficiently allocate capital within the
Group.
IAG's three strategic imperatives
are:
• Strengthening our
core;
• Driving earnings growth
through asset-light businesses; and
• Operating under a
strengthened financial and sustainability framework.
These imperatives are achieved
through a series of strategic priorities:
• Growing our portfolio of
global leadership positions and strengthening our portfolio of
world-class brands and operations;
• Developing IAG Loyalty and
leveraging our strategic airline partnerships; and
• Managing our balance
sheet, allocating capital in a disciplined manner, and being an
industry leader in sustainability.
PRINCIPAL RISKS AND
UNCERTAINTIES
The Group has continued to
maintain its framework and processes to identify, assess and manage
risks. Throughout 2023, the Group has
monitored the evolution of the risk landscape, as a result of
internal and external changes, particularly considering how risks
combine to create increased threats, and re-assessing the potential
severity and likelihood of risks accordingly. In assessing its
principal risks, the Group has considered Its operational
resilience across its businesses, the status of the financial
markets, customer mix changes, geopolitical and economic risk and
government changes, including upcoming elections, pace of
transformation, Artificial Intelligence (AI) adoption, the Group's
industrial relations landscape, people engagement, and securing
talent and expertise to support operations and deliver cultural
change.
No new principal risks were
identified through the risk discussions and assessments across the
business and the principal risks and uncertainties affecting the
Group, detailed in the Risk management and principal risk factors
section of the 2022 Annual report and
accounts, remain relevant at the date of this report. However, the
profile of certain risks has changed. The Group's exposure and
ability to directly manage the external risk environment,
particularly for aircraft deliveries, engine and component
availability remains a challenge, given the fundamental weaknesses
in the resilience of the aviation sector's supply chain. Other
external threats which remain heightened include: the impact of
inflation and interest rates on demand and customer confidence;
higher costs in the supply chain; ongoing geopolitical tensions and
conflict in various regions impacting our customer and flight
operations as well as creating further airspace disruptions; air
traffic control (ATC) resilience issues and industrial unrest
impacting operations; and policy measures taken by governments to
address the economic environment or policy proposals that could
impact the Group's airlines' ability to set capacity and/or
pricing. One risk has been reconsidered as part of the reviews and
has been reframed as 'Transformation, innovation and AI' from
'Transformation and change' to recognise how the Group's change
agenda is underpinned by investment which will leverage innovation
and AI tools to accelerate the delivery of customer-centric,
efficient processes and tools to run our businesses. The risk
around 'Critical third parties in the supply chain' is now assessed
under Business and Operational risk given the nature of the
potential impacts facing the Group (having previously been
categorised as a Strategic risk). Management remains focused on
mitigating risks at all levels in the business and investing to
increase resilience.
The Board reviews and challenges
management on the risk landscape and its management in the light of
changes that influence the Group and the aviation industry. Where
further action has been required, the Board has considered
potential mitigations and, where appropriate or feasible, the Group
has implemented or confirmed plans that would address those risks
or retain them within the Board's determined Group risk appetite.
In addition, the Board and its sub committees have been appraised
of regulatory, competitor and governmental responses on an ongoing
basis.
From the risks identified in the
2022 Annual report and accounts, given the
current environment, the main risks that continue to be a key area
of focus, due to their potential implications for the Group and
management's responses, are outlined below.
• Brand and customer
trust. Operational resilience and customer
satisfaction underpin customer trust. Reliability, including
on-time performance, service and product delivery, are key elements
of brand value and of each customer's experience. The Group
continues to improve its disruption management capabilities given
the extent of external disruption due to ATC and third-party
resilience issues, particularly over engine reliability. All of the
Group's airlines continue to support their customers through any
disruption including schedule adaptions where required. Investment
in cabin and service propositions helps ensure that our customers
choose to fly with the Group's airlines.
• Critical third parties in the supply
chain. The aviation sector continues to be affected by
global supply chain disruption which has impacted aircraft
deliveries, engine and component availability and reliability,
resource availability and/or threat of employee industrial action
in critical third parties and airport services, the level of
resilience of airports, particularly London Heathrow, and ATC
capability and restrictions. The Group proactively assesses its
schedules for operability and continues to work with all critical
suppliers to understand any potential disruption within their
supply chains from either a shortage of available resource, strike
action or production delays which could impact the availability of
new fleet, engines or critical goods or services. Delays in new
aircraft, technical performance issues requiring additional
maintenance and spare engine availability continue to impact
operations and increase turnaround times for aircraft.
• Cyber attack and data security. The
threat of ransomware attacks on critical infrastructure and
services remains high with the Group exposed to threat actors
targeting both the Group's operating companies and its suppliers.
The Group continues to improve its cyber security posture either
through major IT transformational change or additional monitoring
through tools as well as better understanding the risk presented by
its suppliers.
• Economic, political and regulatory
environment. The economic impact of geopolitical events,
increases in commodity and wage costs from inflation and higher
interest rates drive continued significant uncertainty over the
economic outlook. The Group is closely reviewing the impacts of
wage and supplier inflation on margins and customer demand. Ongoing
conflicts, wars and heightened tensions globally further increase
airspace restrictions and congestion for flows to Asia. Wider
macroeconomic trends are being monitored, with consideration to
changes in government in key markets and the implications for
trade, respective economic health and how governments view the
aviation industry. Recent European governments' proposals to set
floor or ceiling caps on pricing, including the scope of
ancillaries that airlines may be allowed to charge their customers
for, may impact the ability to freely set pricing, sell ancillaries
to meet customer needs and/or set capacity.
• IT systems and IT infrastructure. The
Group is reliant upon the resilience of its systems for key
customer and business processes and is exposed to risks that relate
to poor performance, obsolescence or failure of these systems. The
Group continues with major programmes and upgrades to modernise,
including new commercial capabilities and customer-centric
enhancements using agile based models, as well as replacing core IT
infrastructure and improving network connectivity and redundancy.
Mitigating actions that prioritise operational stability and
resilience have been built into all cutover plans for the go-live
of IT systems related changes.
• Operational resilience. Ongoing labour
shortages, industrial unrest and strike action in the aviation
sector, shortages in the supply chain and airspace and ATC
restrictions can all impact the operational environment and
customers of the Group's airlines and increase the costs of running
operations. The Group continues with its ambitious IT
infrastructure transformation agenda to modernise and digitalise
its IT estates. The Group is focused on minimising any unplanned
outages or disruption to customers with additional resilience built
into the airlines' networks.
• People, culture and
employee relations. Our people,
their engagement and cultural appetite and mindset for change are
critical to the Group's current performance and future success. Our
leadership recognises the efforts of our staff and their commitment
through the continued operational challenges facing our airlines.
Our businesses continue to build the knowledge and experience of
their new starters and manage the cultural impacts of onboarding at
scale to ensure they have the right capabilities to operate.
Shortages of technical licensed staff across the aviation sector
and in the Group's airlines combined with aircraft, engines and
component shortages are significantly impacting maintenance
delivery timelines. The Group is investing in apprenticeship
programmes and retention initiatives to help secure and train
engineers. Across the Group, collective bargaining is in place with
various unions. Where agreements are open or there is a threat of,
or actual strike action, our operating companies continue to engage
in discussions with unions to secure sustainable agreements and
address concerns arising within the negotiations. In September AENA
announced the result of its competitive tender for ground handling
licences at airports across Spain, which resulted in the loss of
key airports to another provider, with the ground
handling unions for Iberia taking strike action in January 2024.
Iberia plans to create a new handling company, which will provide
handling services and all airport staff affected by the AENA
decision will be moved to the new company, with a new sector
collective bargaining agreement and conditions for existing Iberia
employees.
• Sustainable
aviation. Plans implemented by the
EU, UK and US governments to decarbonise aviation have resulted in
fragmentation of policy measures and support offered by governments
for green initiatives across the different regions in which the
Group airlines operate. Sustainable Aviation Fuel (SAF)
infrastructure and availability lags demand, impacting the ability
to achieve the aviation sector's carbon reduction
commitments.
The Board and its sub committees
have been apprised of regulatory, competitor and governmental
responses on an ongoing basis.
INTERNATIONAL CONSOLIDATED AIRLINES GROUP S.A.
Full
year Unaudited Consolidated Financial Statements
1
January 2023 - 31
December 2023
|
CONSOLIDATED INCOME
STATEMENT
|
|
Year to
31 December
|
€ million
|
Note
|
2023
|
20221
|
Passenger revenue
|
|
25,810
|
19,458
|
Cargo revenue
|
|
1,156
|
1,615
|
Other revenue
|
5
|
2,487
|
1,993
|
Total revenue
|
5
|
29,453
|
23,066
|
|
|
|
|
Employee costs
|
8
|
5,423
|
4,647
|
Fuel, oil costs and emissions
charges
|
|
7,557
|
6,120
|
Handling, catering and other
operating costs
|
|
3,849
|
2,971
|
Landing fees and en-route
charges
|
|
2,308
|
1,890
|
Engineering and other aircraft
costs
|
|
2,509
|
2,101
|
Property, IT and other
costs
|
6
|
1,058
|
950
|
Selling costs
|
|
1,155
|
920
|
Depreciation, amortisation and
impairment
|
6
|
2,063
|
2,070
|
Net gain on sale of property,
plant and equipment1
|
|
(2)
|
(22)
|
Currency differences
|
|
26
|
141
|
Total expenditure on
operations
|
|
25,946
|
21,788
|
Operating profit
|
|
3,507
|
1,278
|
|
|
|
|
Finance costs
|
9
|
(1,113)
|
(1,017)
|
Finance income
|
9
|
386
|
52
|
Net change in fair value of
financial instruments
|
9
|
(11)
|
81
|
Net financing credit relating to
pensions
|
9
|
103
|
26
|
Net currency retranslation
credits/(charges)
|
|
176
|
(115)
|
Other non-operating
credits1
|
9
|
8
|
110
|
Total net non-operating
costs
|
|
(451)
|
(863)
|
Profit before tax
|
|
3,056
|
415
|
Tax
|
10
|
(401)
|
16
|
Profit after tax
for the year
|
|
2,655
|
431
|
|
|
|
|
Attributable to:
|
|
|
|
Equity holders of the
parent
|
|
2,655
|
431
|
Non-controlling
interest
|
|
-
|
-
|
|
|
2,655
|
431
|
|
|
|
|
Basic earnings per share
(€ cents)
|
11
|
53.8
|
8.7
|
Diluted earnings per share
(€ cents)
|
11
|
50.6
|
6.1
|
1 The 2022 results include a reclassification to conform
with the current year presentation for the Net
gain on sale of property, plant and equipment. There is no
impact on the Profit after tax. Further
information is given in note 2.
CONSOLIDATED STATEMENT OF OTHER
COMPREHENSIVE INCOME
|
|
Year to
31 December
|
€ million
|
Note
|
2023
|
20221
|
Items that may be reclassified subsequently to net
profit
|
|
|
|
Cash flow hedges:
|
|
|
|
Fair value movements in
equity1
|
30d
|
(195)
|
1,472
|
Reclassified and reported in net
profit
|
30d
|
(142)
|
(1,233)
|
Fair value movements on cost of
hedging1
|
|
(120)
|
(115)
|
Cost of hedging reclassified and
reported in net profit
|
|
82
|
38
|
Currency translation
differences
|
33
|
18
|
(53)
|
|
|
|
|
Items that will not be reclassified to net
profit
|
|
|
|
Fair value movements on other
equity investments
|
19
|
127
|
2
|
Fair value movements on
liabilities attributable to credit risk changes
|
|
(119)
|
(6)
|
Remeasurements of post-employment
benefit obligations
|
|
(1,076)
|
662
|
Remeasurements of long-term
employee-related provisions
|
|
(18)
|
52
|
Total other comprehensive
(loss)/income for the year, net of tax
|
|
(1,443)
|
819
|
Profit after tax for the
year
|
|
2,655
|
431
|
|
|
|
|
Total comprehensive income for the
year
|
|
1,212
|
1,250
|
|
|
|
|
Total comprehensive income is
attributable to:
|
|
|
|
Equity holders of the
parent
|
|
1,212
|
1,250
|
Non-controlling
interest
|
33
|
-
|
-
|
|
|
1,212
|
1,250
|
1 The 2022 results include a reclassification of losses and
gains associated with the fair value movements on cash flow hedges
and fair value movements on cost of hedging, respectively. There is
no impact on Total other comprehensive
(loss)/income for the year, net of tax. Further information
is given in note 2.
Items in the consolidated
Statement of other comprehensive income above are disclosed net of
tax.
CONSOLIDATED BALANCE
SHEET
€ million
|
Note
|
31
December 2023
|
31
December 2022
|
Non-current assets
|
|
|
|
Property, plant and
equipment
|
13
|
19,776
|
18,346
|
Intangible assets
|
17
|
3,909
|
3,556
|
Investments accounted for using
the equity method
|
18
|
47
|
43
|
Other equity
investments
|
19
|
188
|
55
|
Employee benefit assets
|
34
|
1,380
|
2,334
|
Derivative financial
instruments
|
30
|
42
|
81
|
Deferred tax assets
|
10
|
1,202
|
1,282
|
Other non-current
assets
|
20
|
432
|
362
|
|
|
26,976
|
26,059
|
Current assets
|
|
|
|
Non-current assets held for
sale
|
16
|
-
|
19
|
Inventories
|
21
|
494
|
353
|
Trade receivables
|
20
|
1,559
|
1,330
|
Other current assets
|
20
|
1,574
|
1,226
|
Current tax receivable
|
10
|
159
|
72
|
Derivative financial
instruments
|
30
|
81
|
645
|
Current interest-bearing
deposits
|
22
|
1,396
|
403
|
Cash and cash
equivalents
|
22
|
5,441
|
9,196
|
|
|
10,704
|
13,244
|
Total assets
|
|
37,680
|
39,303
|
|
|
|
|
Shareholders' equity
|
|
|
|
Issued share capital
|
31
|
497
|
497
|
Share premium
|
31
|
7,770
|
7,770
|
Treasury shares
|
|
(100)
|
(28)
|
Other reserves
|
|
(4,895)
|
(6,223)
|
Total shareholders'
equity
|
|
3,272
|
2,016
|
Non-controlling
interest
|
33
|
6
|
6
|
Total equity
|
|
3,278
|
2,022
|
Non-current liabilities
|
|
|
|
Borrowings
|
26
|
13,831
|
17,141
|
Employee benefit
obligations
|
34
|
175
|
217
|
Deferred tax liability
|
10
|
4
|
-
|
Provisions
|
27
|
2,831
|
2,652
|
Deferred revenue
|
24
|
257
|
326
|
Derivative financial
instruments
|
30
|
106
|
84
|
Other long-term
liabilities
|
25
|
219
|
200
|
|
|
17,423
|
20,620
|
Current liabilities
|
|
|
|
Borrowings
|
26
|
2,251
|
2,843
|
Trade and other
payables
|
23
|
5,590
|
5,209
|
Deferred revenue
|
24
|
7,766
|
7,318
|
Derivative financial
instruments
|
30
|
461
|
387
|
Current tax payable
|
10
|
2
|
8
|
Provisions
|
27
|
909
|
896
|
|
|
16,979
|
16,661
|
Total liabilities
|
|
34,402
|
37,281
|
Total equity and
liabilities
|
|
37,680
|
39,303
|
CONSOLIDATED CASH FLOW
STATEMENT
|
|
Year to
31 December
|
€ million
|
Note
|
2023
|
20221
|
Cash flows from operating
activities
|
|
|
|
Operating profit
|
|
3,507
|
1,278
|
Depreciation, amortisation and
impairment
|
6
|
2,063
|
2,070
|
Net gain on disposal of property,
plant and equipment
|
|
(2)
|
(22)
|
Employer contributions to pension
schemes
|
|
(48)
|
(22)
|
Pension scheme service
costs
|
34
|
18
|
17
|
Increase in provisions
|
35
|
237
|
463
|
Unrealised currency
differences
|
|
51
|
19
|
Other movements
|
35
|
111
|
76
|
Interest paid
|
|
(1,005)
|
(817)
|
Interest received
|
|
365
|
42
|
Tax paid
|
|
(291)
|
(134)
|
Net cash flows from operating
activities before movements in working capital
|
|
5,006
|
2,970
|
Increase in trade
receivables
|
|
(272)
|
(660)
|
Increase in inventories
|
|
(140)
|
(21)
|
Increase in other receivables and
current assets
|
|
(388)
|
(233)
|
Increase in trade
payables
|
|
258
|
886
|
Increase in deferred
revenue
|
|
212
|
1,236
|
Increase in other payables and
current liabilities
|
|
188
|
676
|
Net movement in working
capital
|
|
(142)
|
1,884
|
|
|
|
|
Net cash flows from operating
activities
|
|
4,864
|
4,854
|
|
|
|
|
Cash flows from investing
activities
|
|
|
|
Acquisition of property, plant and
equipment and intangible assets
|
35
|
(3,544)
|
(3,875)
|
Sale of property, plant and
equipment and intangible assets
|
|
1,080
|
837
|
Proceeds from sale of
investments
|
|
11
|
-
|
Increase in other current
interest-bearing deposits
|
|
(985)
|
(351)
|
Payment to Globalia for
convertible loan
|
|
-
|
(100)
|
Other investing
movements
|
|
15
|
26
|
Net cash flows from investing
activities
|
|
(3,423)
|
(3,463)
|
|
|
|
|
Cash flows from financing
activities
|
|
|
|
Proceeds from
borrowings
|
35
|
1,001
|
1,436
|
Repayment of borrowings
|
35
|
(4,268)
|
(1,050)
|
Repayment of lease
liabilities
|
35
|
(1,731)
|
(1,455)
|
Settlement of derivative financial
instruments
|
35
|
(119)
|
1,036
|
Acquisition of treasury
shares
|
|
(77)
|
(23)
|
Net cash flows from financing
activities
|
|
(5,194)
|
(56)
|
|
|
|
|
Net (decrease)/increase in cash
and cash equivalents
|
|
(3,753)
|
1,335
|
Net foreign exchange
differences
|
|
(2)
|
(31)
|
Cash and cash equivalents at 1
January
|
|
9,196
|
7,892
|
Cash and cash equivalents at year
end
|
22
|
5,441
|
9,196
|
|
|
|
|
|
|
|
|
Reconciliation to Total cash, cash
equivalents and other interest-bearing deposits
|
|
2023
|
2022
|
Cash and cash equivalents at year
end
|
22
|
5,441
|
9,196
|
Interest-bearing deposits maturing
after more than three months
|
22
|
1,396
|
403
|
Cash, cash equivalents and other
interest-bearing deposits
|
22
|
6,837
|
9,599
|
1 The 2022 results include reclassifications to conform with
the current year presentation. Further information is given in note
2 and note 37.
For details on restricted cash
balances see note 22 Cash, cash equivalents and other current interest-bearing
deposits.
CONSOLIDATED STATEMENT OF CHANGES
IN EQUITY
For the year to 31 December 2023
€ million
|
Issued
share capital (note 31)
|
Share
premium (note 31)
|
Treasury
shares (note 31)
|
Other
reserves (note 33)
|
Retained
earnings
|
Total
shareholders' equity
|
Non-controlling interest (note 33)
|
Total
equity
|
1 January 2023
|
497
|
7,770
|
(28)
|
(1,717)
|
(4,506)
|
2,016
|
6
|
2,022
|
|
|
|
|
|
|
|
|
|
Profit for the year
|
-
|
-
|
-
|
-
|
2,655
|
2,655
|
-
|
2,655
|
|
|
|
|
|
|
|
|
|
Other comprehensive income for the
year
|
|
|
|
|
|
|
|
|
Cash flow hedges reclassified and
reported in net profit:
|
|
|
|
|
|
|
|
|
Fuel and oil costs
|
-
|
-
|
-
|
(81)
|
-
|
(81)
|
-
|
(81)
|
Currency differences
|
-
|
-
|
-
|
(20)
|
-
|
(20)
|
-
|
(20)
|
Finance costs
|
-
|
-
|
-
|
(35)
|
-
|
(35)
|
-
|
(35)
|
Ineffectiveness recognised in
other non-operating costs
|
-
|
-
|
-
|
(6)
|
-
|
(6)
|
-
|
(6)
|
Net change in fair value of cash
flow hedges
|
-
|
-
|
-
|
(195)
|
-
|
(195)
|
-
|
(195)
|
Net change in fair value of equity
investments
|
-
|
-
|
-
|
127
|
-
|
127
|
-
|
127
|
Net change in fair value of cost
of hedging
|
-
|
-
|
-
|
(120)
|
-
|
(120)
|
-
|
(120)
|
Cost of hedging reclassified and
reported in net profit
|
-
|
-
|
-
|
82
|
-
|
82
|
-
|
82
|
Fair value movements on
liabilities attributable to credit risk changes
|
-
|
-
|
-
|
(119)
|
-
|
(119)
|
-
|
(119)
|
Currency translation
differences
|
-
|
-
|
-
|
18
|
-
|
18
|
-
|
18
|
Remeasurements of post-employment
benefit obligations
|
-
|
-
|
-
|
-
|
(1,076)
|
(1,076)
|
-
|
(1,076)
|
Remeasurements of long-term
employee-related provisions
|
-
|
-
|
-
|
-
|
(18)
|
(18)
|
-
|
(18)
|
Total comprehensive income for the
year
|
-
|
-
|
-
|
(349)
|
1,561
|
1,212
|
-
|
1,212
|
Hedges transferred and reported in
property, plant and equipment
|
-
|
-
|
-
|
(6)
|
-
|
(6)
|
-
|
(6)
|
Hedges transferred and reported in
sales in advance of carriage
|
-
|
-
|
-
|
85
|
-
|
85
|
-
|
85
|
Hedges transferred and reported in
inventory
|
-
|
-
|
-
|
(9)
|
-
|
(9)
|
-
|
(9)
|
Cost of share-based
payments
|
-
|
-
|
-
|
-
|
52
|
52
|
-
|
52
|
Vesting of share-based payment
schemes
|
-
|
-
|
5
|
-
|
(6)
|
(1)
|
-
|
(1)
|
Acquisition of treasury
shares
|
-
|
-
|
(77)
|
-
|
-
|
(77)
|
-
|
(77)
|
31 December 2023
|
497
|
7,770
|
(100)
|
(1,996)
|
(2,899)
|
3,272
|
6
|
3,278
|
CONSOLIDATED STATEMENT OF CHANGES
IN EQUITY
For the year to 31 December 2022
€ million
|
Issued
share capital (note 31)
|
Share
premium (note 31)
|
Treasury
shares (note 31)
|
Other
reserves (note 33)
|
Retained
earnings
|
Total
shareholders' equity
|
Non-controlling interest (note 33)
|
Total
equity
|
1 January 2022
|
497
|
7,770
|
(24)
|
(1,673)
|
(5,730)
|
840
|
6
|
846
|
|
|
|
|
|
|
|
|
|
Profit for the year
|
-
|
-
|
-
|
-
|
431
|
431
|
-
|
431
|
|
|
|
|
|
|
|
|
|
Other comprehensive income for the
year
|
|
|
|
|
|
|
|
|
Cash flow hedges reclassified and
reported in net profit:
|
|
|
|
|
|
|
|
|
Fuel and oil costs
|
-
|
-
|
-
|
(1,115)
|
-
|
(1,115)
|
-
|
(1,115)
|
Currency differences
|
-
|
-
|
-
|
(90)
|
-
|
(90)
|
-
|
(90)
|
Finance costs
|
-
|
-
|
-
|
10
|
-
|
10
|
-
|
10
|
Discontinuance of hedge
accounting
|
-
|
-
|
-
|
(22)
|
-
|
(22)
|
-
|
(22)
|
Ineffectiveness recognised in
other non-operating costs
|
-
|
-
|
-
|
(16)
|
-
|
(16)
|
-
|
(16)
|
Net change in fair value of cash
flow hedges
|
-
|
-
|
-
|
1,472
|
-
|
1,472
|
-
|
1,472
|
Net change in fair value of equity
investments
|
-
|
-
|
-
|
2
|
-
|
2
|
-
|
2
|
Net change in fair value of cost
of hedging
|
-
|
-
|
-
|
(115)
|
-
|
(115)
|
-
|
(115)
|
Cost of hedging reclassified and
reported in net profit
|
-
|
-
|
-
|
38
|
-
|
38
|
-
|
38
|
Fair value movements on
liabilities attributable to credit risk changes
|
-
|
-
|
-
|
(6)
|
-
|
(6)
|
-
|
(6)
|
Currency translation
differences
|
-
|
-
|
-
|
(53)
|
-
|
(53)
|
-
|
(53)
|
Remeasurements of post-employment
benefit obligations
|
-
|
-
|
-
|
-
|
662
|
662
|
-
|
662
|
Remeasurements of long-term
employee-related provisions
|
-
|
-
|
-
|
-
|
52
|
52
|
-
|
52
|
Total comprehensive income for the
year
|
-
|
-
|
-
|
105
|
1,145
|
1,250
|
-
|
1,250
|
Hedges transferred and reported in
property, plant and equipment
|
-
|
-
|
-
|
(65)
|
-
|
(65)
|
-
|
(65)
|
Hedges transferred and reported in
sales in advance of carriage
|
-
|
-
|
-
|
36
|
-
|
36
|
-
|
36
|
Hedges transferred and reported in
inventory
|
-
|
-
|
-
|
(58)
|
-
|
(58)
|
-
|
(58)
|
Cost of share-based
payments
|
-
|
-
|
-
|
-
|
39
|
39
|
-
|
39
|
Vesting of share-based payment
schemes
|
-
|
-
|
19
|
-
|
(22)
|
(3)
|
-
|
(3)
|
Acquisition of treasury
shares
|
-
|
-
|
(23)
|
-
|
-
|
(23)
|
-
|
(23)
|
Redemption of convertible
bond
|
-
|
-
|
-
|
(62)
|
62
|
-
|
-
|
-
|
31 December 2022
|
497
|
7,770
|
(28)
|
(1,717)
|
(4,506)
|
2,016
|
6
|
2,022
|
NOTES TO THE ACCOUNTS
For the year to 31 December
2023
1 Background and general
information
International Consolidated
Airlines Group, S.A. (hereinafter
'International Airlines Group', 'IAG' or the 'Group') is a leading
European airline group, formed to hold the interests of airline and
ancillary operations. IAG (hereinafter the 'Company') is a Spanish
company registered in Madrid and was incorporated on 17 December
2009. The registered address of IAG is El Caserío, Zona industrial
2, Camino de La Muñoza s/n, 28042, Madrid, Spain. On 21 January 2011, British Airways Plc and Iberia Líneas
Aéreas de España S.A. Operadora (hereinafter 'British Airways' and
'Iberia' respectively) completed a merger transaction becoming the
first two airlines of the Group. Vueling Airlines S.A. ('Vueling')
was acquired on 26 April 2013, and Aer Lingus Group Plc ('Aer
Lingus') on 18 August 2015. A list of the subsidiaries of the Group
is included in the Group investments
section.
IAG shares are traded on the
London Stock Exchange's main market for listed securities and also
on the stock exchanges of Madrid, Barcelona, Bilbao and Valencia
(the 'Spanish Stock Exchanges'), through the Spanish Stock
Exchanges Interconnection System (Mercado Continuo Español).
2 Significant accounting
policies
Basis of preparation
The consolidated financial
statements of the Group have been prepared in accordance with the
International Financial Reporting Standards as endorsed by the
European Union (IFRSs as endorsed by the EU). The consolidated
financial statements herein are not the Group's statutory accounts
and are unaudited. The consolidated
financial statements are rounded to the nearest million unless
otherwise stated. These financial statements have been prepared on
a historical cost convention except for certain financial assets
and liabilities, including employee benefit assets and liabilities,
the €825 million convertible bond due 2028, derivative financial
instruments and other equity investments that are measured at fair
value. The notes to the financial statements for the prior year
include reclassifications that were made to conform to the current
year presentation.
The Group's financial statements
for the year to 31 December 2023 were
authorised for issue, and approved by the Board of Directors on
28 February 2024.
Change in presentation of
results
Income statement - Net gain on sale of property, plant and
equipment
The prior year Income statement
includes a reclassification to conform with the current year
presentation for the Net gain on sale of
property, plant and equipment within Operating profit. Accordingly, for the year to
31 December 2022, the Group has
reclassified €22 million of
gains from Other
non-operating credits to Net gain on sale
of property, plant and equipment within Expenditure on
operations. There is no impact on the Profit
after tax. The segmental operating
profit/(loss) has been updated to reflect the
reclassification.
Statement of other comprehensive income
The prior year Statement of other
comprehensive income includes a reclassification of €173 million of gains associated with the fair
value movements on cash flow hedges and €9 million of losses associated with the fair
value movements on cost of hedging, which had been previously
presented under the sub-heading Items that will not be reclassified
to net profit, to the sub-heading Items that may be reclassified
subsequently to net profit, as these may recycle to net profit in
future periods. There is no impact on Total other
comprehensive (loss)/income for the year, net of
tax.
Cash flow statement
The prior year Cash flow statement
has been represented and further detailed in note 37. Accordingly, the Group has reclassified the
results for the year to 31 December
2022.
Going concern
At 31 December
2023, the Group had total liquidity of €11,624 million (31 December
2022: total liquidity of €13,999
million), comprising cash, cash equivalents and interest-bearing
deposits of €6,837 million, €4,412 million of committed and undrawn general
facilities and a further €375 million of
committed and undrawn aircraft specific facilities. At 31 December 2023, the Group has no financial covenants
associated with its loans and borrowings.
The decrease in liquidity during
the year to 31 December 2023 was attributable to, amongst other
actions: (i) the repayment of borrowings of €4,268 million, which
consisted of, amongst others, the €2,330 million (£2.0 billion)
early repayment of the UK Export Finance (UKEF) Credit Facility,
the €867 million of early repayment of the syndicated financing
agreement, partially guaranteed by Instituto de Crédito Oficial
(ICO) in Spain and the €500 million
redemption of the senior unsecured bond at
maturity; (ii) securing an additional five-year Export Development
Guarantee Facility of €1,159 million (£1.0 billion), offset by a reduction in aircraft
specific facilities of €741 million; and (iii) offset by strong
operational cash flow generation.
In its assessment of going
concern, the Group has modelled two scenarios referred to below as
the Base Case and the Downside Case over the period of at least 12
months from the date of the approval of these consolidated
financial statements (the 'going concern period'). The Group's
three-year business plan, used in the creation of the Base Case,
was prepared for and approved by the Board in December 2023. The business plan takes into account the Board's
and management's views on capacity, based
on the potential impact of the wider
economic and geopolitical environments on the Group's businesses
across the going concern period. The key inputs and assumptions
underlying the Base Case through to 31 March 2025,
include:
• capacity recovery modelled by geographical region with
total capacity to remain above the levels obtained in 2023
throughout the going concern period;
• passenger unit revenue per
ASK is forecast to remain above the levels obtained in 2023
throughout the going concern period;
• the Group has assumed that
the committed and undrawn general facilities of €4,412 million will not be drawn over the going concern
period. The availability of certain of these facilities reduces
over time, with €3,843 million being
available to the Group at 31 March 2025;
• the Group has assumed that
the undrawn aircraft facilities of
€375 million, relating to specific
financing structures, will be utilised over the going concern
period;
• the Group has assumed that
the €500 million bond that matures in March 2025 will not be
refinanced;
• of the
capital commitments detailed in note 15, €3,207 million is due to
be paid over the period to 31 March 2025;
• while
the Group does not expect to finance all expected deliveries over
the going concern period, for those it does expect to finance, it
has forecast securing between 90 and 100 per cent depending on
aircraft type, or €2,235 million, of the aircraft financing that is
currently uncommitted, to align with the timing and payments
for those aircraft deliveries it expects to finance, including
aircraft delivered in 2023 that had not
had their financing secured at the reporting date; and
• the
Group has assumed that the relevant approvals required in relation
to the acquisition of the remaining 80 per cent of the share
capital of Air Europa Holdings that it does not currently own are
obtained by the end of the going concern period, and that cash
outflows of €149 million will be incurred, comprising €100 million
of the cash consideration and €49 million for the purchase of
ordinary shares in the Company that have not already been purchased
at the balance sheet date. The deferred consideration of €100
million to be paid on the first anniversary and the €100 million to
be paid on the second anniversary of the completion of the
acquisition are assumed to occur outside of the going concern
period and accordingly not included in these
forecasts.
The Downside Case applies stress
to the Base Case to model adverse commercial and operational
impacts over the going concern period, represented by: reduced
levels of capacity operated in each month, including reductions of
25 per cent for three months over the
going concern period; reduced passenger unit revenue per available
seat kilometre (ASK); increases in the price of jet fuel by
20 per cent above that assumed in the Base
Case; and increased operational costs. In the Downside Case, over
the going concern period capacity would be 10 per cent down when compared to the Base Case. The
Downside Case assumes that British Airways would be required to
draw down, in full, its portion of the available US dollar
Revolving Credit Facility (further information given in notes
3 and 29f). The
Downside Case also assumes that upon completion of the Air Europa
Holdings acquisition, a further €200
million of working capital needs are funded by the Group. The
Directors consider the Downside Case to be a severe but plausible
scenario.
Having reviewed the Base Case and
the Downside Case, the Directors have a reasonable expectation that
the Group has sufficient liquidity to continue in operational
existence for a period of at least 12
months from the date of approval of these consolidated financial
statements and hence continue to adopt the going concern basis in
preparing the consolidated financial statements at 31 December 2023.
Consolidation
The Group financial statements
include the financial statements of the Company and its
subsidiaries, each made up to 31 December together with the
attributable share of results and reserves of associates and joint
ventures, adjusted where appropriate to conform to the Group's
accounting policies.
Subsidiaries are consolidated from
the date of their acquisition, which is the date on which the Group
obtains control and continue to be consolidated until the date that
such control ceases. Control exists when the Group is exposed to,
or has rights to, variable returns from its involvement with the
entity and has the ability to affect those returns through its
power over the entity.
The Group applies the acquisition
method to account for business combinations. The consideration paid
is the fair value of the assets transferred, the liabilities
incurred and the equity interests issued by the Group. Identifiable
assets acquired and liabilities assumed in a business combination
are measured initially at their fair values at the acquisition
date. Non-controlling interests represent the portion of profit or
loss and net assets in subsidiaries that are not held by the Group
and are presented separately within equity in the Consolidated
balance sheet. Acquisition-related costs are expensed as
incurred.
If the business combination is
achieved in stages, as at the acquisition date the acquirer's
previously held equity interest in the acquiree is remeasured to
fair value at the acquisition date through the Income
statement.
Goodwill is initially measured as
the excess of the aggregate of the consideration transferred and
the fair value of non-controlling interest over the net
identifiable assets acquired and liabilities assumed.
All intragroup account balances,
including intragroup profits, are eliminated in preparing the
consolidated financial statements.
Unconsolidated structured
entities
The Group regularly uses sale and
leaseback transactions to finance the acquisition of aircraft. In
certain instances, the Group will undertake several such sale and
leaseback transactions at once through Enhanced Equipment Trust
Certificates (EETCs). Under each of these financing structures, a
company or companies (the EETC Issuer) are established to
facilitate such financing on behalf of a number of unrelated
investors. In certain of these financing structures, additional
special purpose vehicles (the Lessor SPV) are established to
provide additional financing from a number of further unrelated
investors to the EETC Issuer. The proceeds from the issuance of the
EETCs by the EETC Issuer, and where relevant the proceeds obtained
from the Lessor SPV, are then used to purchase aircraft solely from
the Group. The Group will then enter into fixed rate lease
arrangements (which meet the recognition criteria of Asset financed
liabilities) with the EETC Issuer, or where relevant the Lessor
SPV, with payments made by the Group to the EETC Issuer, or the
Lessor SPV, distributed, through a trust, to the aforementioned
unrelated investors. The main purpose of the trust structure is to
enhance the credit-worthiness of the Group's debt obligations
through certain bankruptcy protection provisions and liquidity
facilities, and also to lower the Group's total borrowing
cost.
The EETC Issuer and the Lessor SPV
are established solely with the purpose of providing the
asset-backed financing and upon maturity of such financing are
expected to have no further activity. The relevant activities of
the EETC Issuer and the Lessor SPV are restricted to
pre-established financing agreements and the retention of the title
of the associated financed aircraft. Accordingly, the Group has
determined that each EETC Issuer and the Lessor SPVs are structured
entities. Under the contractual terms of the financing structures,
the Group has no exposure to losses in these entities, does not own
any of the share capital of the EETC Issuer or the Lessor SPV, does
not have any representation on the respective boards and has no
ability to influence decision-making.
In addition to the above, such
financial transactions expose the Group to no further significant
financial or economic risks, such as no variability over time in
interest rates.
In considering the aforementioned
facts, management has concluded that the Group does not have access
to variable returns from the EETC Issuers and Lessor SPVs because
its involvement is limited to the payment of principal and interest
under the arrangement and, therefore, it does not control the EETC
Issuers or the Lessor SPVs and as such does not consolidate
them.
Further information as to the
financial impact of these financial transactions is given in note
26.
Segmental reporting
Operating segments are reported in
a manner consistent with how resource allocation decisions are made
by the chief operating decision-maker. The chief operating
decision-maker, who is responsible for resource allocation and
assessing performance of the operating segments, has been
identified as the IAG Management Committee.
Foreign currency
translation
a Functional and presentation
currency
Items included in the financial
statements of each of the Group's entities are measured using the
functional currency, being the currency of the primary economic
environment in which the entity operates. In particular, British
Airways and IAG Loyalty have a functional currency of pound
sterling. The Group's consolidated financial statements are
presented in euros, which is the Group's presentation
currency.
b Transactions and
balances
Transactions in foreign currencies
are initially recorded in the functional currency using the rate of
exchange prevailing on the date of the transaction. Monetary
foreign currency balances are translated into the functional
currency at the rates ruling at the balance sheet date. Foreign
exchange gains and losses resulting from the settlement of such
transactions and from the translation at balance sheet exchange
rates of monetary assets and liabilities denominated in foreign
currencies are recognised in the Income statement, except where
hedge accounting is applied. Foreign exchange gains and losses
arising on the retranslation of monetary assets and liabilities
classified as non-current on the Balance sheet are recognised
within Net currency retranslation credits/(charges) in the Income statement. All other
gains and losses arising on the retranslation of monetary assets
and liabilities are recognised in operating profit.
c Group companies
The net assets of foreign
operations are translated into euros at the rate of exchange ruling
at the balance sheet date. Profits and losses of such operations
are translated into euros at average rates of exchange during the
year. The resulting exchange differences are taken directly to a
separate component of equity (Currency translation reserve) until
all or part of the interest is sold, when the relevant portion of
the cumulative exchange difference is recognised in the Income
statement.
Property, plant and
equipment
Property, plant and equipment are
held at cost. The Group has a policy of not revaluing property,
plant and equipment. Depreciation is calculated to write off the
cost less the estimated residual value on a straight-line basis,
over the economic life of the asset. Residual values, where
applicable, are reviewed annually against prevailing market values
for equivalently aged assets and depreciation rates adjusted
accordingly on a prospective basis.
a Fleet
All aircraft are stated at the
fair value of the consideration given after taking account of
manufacturers' credits and pre-delivery instalment payments
(referred to as progress payments). Fleet assets owned or right of
use ('ROU') assets are disaggregated into separate components and
depreciated at rates calculated to write down the cost of each
component to the estimated residual value at the end of their
planned operational lives (which is the shorter of their useful
life or lease term) on a straight-line basis. Depreciation rates
are specific to aircraft type, based on the Group's fleet plans,
within overall parameters of 23 years and up to 5 per cent residual
value for short-haul aircraft and between 23 and 29 years
(depending on aircraft) and up to 5 per cent residual value for
long-haul aircraft.
Right of use assets are
depreciated over the shorter of the lease term and the
aforementioned depreciation rates. Where the lease includes a
purchase option, at the discretion of the Group, where it is
expected that the purchase option will be exercised, the associated
right of use asset is depreciated using the aforementioned
depreciation rates to reflect the reasonably certain life of the
aircraft, irrespective of the lease term.
Cabin interior modifications,
including those required for brand changes and relaunches, are
depreciated over the lower of 12 years and the remaining economic
life of the aircraft, whether owned or leased.
Aircraft and engine spares
acquired on the introduction or expansion
of a fleet, as well as rotable spares purchased separately, are
carried as property, plant and equipment and generally depreciated
in line with the fleet to which they relate.
b Other property, plant and
equipment
Provision is made for the
depreciation of all property, plant and equipment. Property, with
the exception of freehold land, is depreciated over its
expected useful life over periods not exceeding 50 years, or in the
case of leasehold properties, over the duration of the lease
if shorter, on a straight-line basis. Equipment is depreciated over
periods ranging from four to 20 years.
c Capitalisation of interest on
progress payments
Interest costs attributed to
progress payments made on account of aircraft and other qualifying
assets under construction are capitalised and added to the cost of
the asset concerned. All other borrowing costs are recognised in
the Income statement in the year in which they are
incurred.
d Liquidated damages
Certain of the Group's contractual
arrangements with aircraft and engine manufacturers contain
liquidated damage clauses, whereby if the supplier breaches one or
more contractual clauses (such as delays in the timing of delivery
of an aircraft or engine) then damages are payable to the Group.
Liquidated damages are recognised in the Income statement only to
the extent that they relate to compensation for loss of income
and/or incremental operating costs, when a contractual entitlement
exists, the amounts can be reliably measured and the receipt is
virtually certain. When liquidated damages do not relate to
compensation for loss of income and/or incremental operating costs,
the amounts are recorded as a reduction in the cost of the
associated aircraft in the Balance sheet and depreciated over the
life of the aircraft.
When compensation, not related to
the loss of income and/or incremental operating costs, is received
in advance of the associated delivery of the aircraft and/or
engine, the Group recognises the amount within Other creditors
until such time as the aircraft and/or engine is delivered, at
which time the amounts are transferred and recorded as a reduction
in the cost of the associated asset. Such compensation is recorded
in the Cash flow statement within cash flows from investing
activities under the caption of Acquisition of property, plant and
equipment and intangible assets.
e Leases
The Group leases various aircraft,
properties, equipment and other assets. The lease terms of these
assets are consistent with the determined useful economic life of
similar assets within property, plant and equipment.
At inception of a contract, the
Group assesses whether a contract is, or contains, a lease. A
contract is, or contains, a lease if the contract conveys the right
to control the use of an identified tangible asset for a period in
exchange for consideration. The Group has elected not to apply such
consideration where the contract relates to an intangible asset,
such as for landing rights or IT software, in which case payments
associated with the contract are expensed as incurred.
Leases are recognised as a ROU
asset and a corresponding lease liability at the date at which the
leased asset is available for use by the Group.
Right of use assets
At the lease commencement date a
ROU asset is measured at cost comprising the following: the amount
of the initial measurement of the lease liability; any lease
payments made at or before the commencement date less any lease
incentives received; and any initial direct costs. In addition, at
the lease commencement date a ROU asset will incorporate
unavoidable restoration costs, such as the removal of
airline-specific branding and configuration, to return the asset to
its original condition, for which a corresponding amount is
recognised within Provisions. The ROU asset is depreciated over the
shorter of the asset's useful life and the lease term on a
straight-line basis. If ownership of the ROU asset transfers to the
Group at the end of the lease term or the cost reflects the
exercise of a purchase option, depreciation is calculated using the
estimated useful life of the asset.
Lease liabilities
Lease liabilities are initially
measured at their present value, which includes the following lease
payments: fixed payments (including in-substance fixed payments),
less any lease incentives receivable; variable lease payments that
are based on an index or a rate; amounts expected to be payable by
the Group under residual value guarantees; the exercise price of a
purchase option if the Group is reasonably certain to exercise that
option; payments of penalties for terminating the lease, if the
lease term reflects the Group exercising that option; and payments
to be made under reasonably certain extension options.
Aircraft lease payments are
discounted using the interest rate implicit in the lease. The
interest rate implicit in the lease is the discount rate that, at
the inception of the lease, causes the aggregate present value of
the minimum lease payments and the unguaranteed residual value to
be equal to the fair value of the leased asset and any initial
indirect costs of the lessor. For aircraft leases these inputs are
either observable in the contract or readily available from
external market data. The initial direct costs of the lessor are
considered to be immaterial. If the interest rate implicit in the
lease cannot be determined, the Group entity's incremental
borrowing rate is used.
Each lease payment is allocated
between the principal and finance cost. The finance cost is charged
to the Income statement over the lease period so as to produce
a constant periodic rate of interest on the remaining balance of
the lease liability for each period. After the commencement
date, the amount of lease liabilities is increased to reflect the
accretion of interest and reduced for the lease
payments made.
The carrying amount of lease
liabilities is remeasured if there is a modification of the lease
contract, a re-assessment of the lease term (specifically in regard
to assumptions regarding extension and termination options) and
changes in variable lease payments that are based on an index or a
rate.
Amounts excluded from recognition
as lease liabilities
The Group has elected not to
recognise ROU assets and lease liabilities for short-term leases
that have a lease term of 12 months or less and those leases of
low-value assets. Payments associated with short-term leases and
leases of low-value assets are recognised on a straight-line basis
as an expense in the Income statement. Short-term leases are leases
with a lease term of 12 months or less, that do not contain a
purchase option. Low-value assets comprise IT equipment and small
items of office furniture.
The Group is exposed to potential
future increases in variable lease payments based on an index or
rate, which are not included in the lease liability until they take
effect. When adjustments to lease payments based on an index or
rate take effect, the lease liability is re-assessed and adjusted
against the ROU asset. Extension options are included in a number
of aircraft, property and equipment leases across the Group and are
reflected in the lease payments where the Group is reasonably
certain that it will exercise the option. Such variable lease
payments are expensed to the Income statement as
incurred.
Sale and leaseback
transactions
The Group regularly uses sale and
lease transactions to finance the acquisition of aircraft. Each
transaction is assessed as to whether it meets the criteria within
IFRS 15 'Revenue from contracts with customers' for a sale to have
occurred. The principal criterion for assessing whether a sale has
occurred or not, is whether the contract contains the option, at
the discretion of the Group, to repurchase the aircraft over the
lease term; with the existence of such a repurchase option
resulting in a sale having been deemed not to have occurred; and if
no such repurchase option exists, then a sale is deemed to have
occurred. The following defines the accounting for such
transactions:
• if a sale is determined to
have occurred, then the associated asset is de-recognised and a ROU
asset and lease liability are recognised. The ROU asset recognised
is based on the proportion of the previous carrying amount of the
asset that is retained. Any gain or loss is restricted to the
amount that relates to the rights that have been transferred to the
counterparty to the transaction; and
• where a sale is determined
to have not occurred, the asset is retained on the Balance sheet
within Property, plant and equipment and an Asset financed
liability recognised equal to the financing proceeds.
Cash flow presentation - lease
liabilities
Lease payments are presented as
follows in the Consolidated cash flow statement:
• where the proceeds
received from sale and leaseback transactions represent the fair
value of the asset being transferred, the total proceeds are
presented within cash flows from investing activities. Where the
proceeds received from sale and leaseback transactions exceed the
fair value of the asset being transferred, the element of the
proceeds equivalent to the fair value of the asset being
transferred is presented within investing activities and the amount
of proceeds in excess of the fair value is presented within
financing activities;
• the repayments of the
principal element of lease liabilities are presented within cash
flows from financing activities;
• the payments of the
interest element of lease liabilities are included within cash
flows from operating activities; and
• the payments arising from
variable elements of a lease, short-term leases and low-value
assets are presented within cash flows from operating
activities.
Cash flow presentation - asset
financed liabilities
Payments associated with asset
financed liabilities are presented as follows in the Consolidated
cash flow statement:
• the proceeds received from asset financed liabilities are presented
within cash flows from financing activities;
• the repayments of the
principal element of asset financed liabilities are presented
within cash flows from financing activities; and
• the payments of the
interest element of asset financed liabilities are included within
cash flows from operating activities.
Lessor accounting
From time to time the Group will
lease, to third parties, specific assets, including certain
property, plant and equipment. On inception of the lease, the Group
determines whether each lease is a finance lease or an operating
lease.
In order to make this
determination, the Group assesses whether the lease transfers
substantially all of the risks and rewards of ownership to the
lessee. Factors in making this assessment include, but are not
limited to, whether the lease term is for the major part of the
economic life of the underlying asset and whether the underlying
asset transfers to the lessee or the lessee has the option to
purchase the underlying asset at the end of the lease. Where
substantially all of the risks and rewards of ownership have been
transferred, then the lease is recorded as a finance lease,
otherwise it is recorded as an operating lease.
f Maintenance, repairs and
overhaul
Owned aircraft
Major overhaul expenditure,
including replacement spares and labour costs for airframes and
engines, is capitalised and amortised over the expected life
between major overhauls or to the end of the useful life of the
asset.
All other replacement spares and
other costs relating to maintenance of owned fleet assets
(including maintenance provided under 'pay-as-you-go' contracts)
are charged to the Income statement on consumption or as incurred
respectively.
Leased aircraft
The Group records a provision for
major maintenance and overhaul events, including for airframes and
engines, that occur through usage or through the passage of time
that is recognised as such activity occurs through to the next
maintenance event, with a corresponding expense recorded in the
Income statement. Any subsequent changes in estimation are
recognised in the Income statement. When the maintenance and/or
overhaul event occurs, the associated provision is
de-recognised.
Restoration and handback
obligations that arise on the inception of a lease are recognised
as a provision with a corresponding amount recognised as part of
the ROU asset. Any subsequent change in estimation relating to such
costs are reflected in the ROU asset.
All other replacement spares and
other costs relating to maintenance of leased fleet assets
(including maintenance provided under 'pay-as-you-go' contracts)
are charged to the Income statement on consumption or as incurred
respectively.
Intangible assets
a Goodwill
Goodwill arises on the acquisition
of subsidiaries, associates and joint ventures and represents the
excess of the consideration paid over the net fair value of the
identifiable assets and liabilities of the acquiree. Where the net
fair value of the identifiable assets and liabilities of the
acquiree is in excess of the consideration paid, a gain on bargain
purchase is recognised immediately in the Income
statement.
For the purpose of assessing
impairment, goodwill is grouped at the lowest levels for which
there are separately identifiable cash flows (cash generating
units). Goodwill is tested for impairment annually and whenever
indicators exist that the carrying value may not be
recoverable.
b Brands
Brands arising on the acquisition
of subsidiaries are initially recognised at fair value at the
acquisition date. Long established brands that are expected to be
used indefinitely are not amortised but assessed annually for
impairment.
c Customer loyalty
programmes
Customer loyalty programmes
arising on the acquisition of subsidiaries are initially recognised
at fair value at the acquisition date. A customer loyalty programme
with an expected useful life is amortised over the expected
remaining useful life. Established customer loyalty programmes that
are expected to be used indefinitely are not amortised but assessed
annually for impairment.
d Landing rights
Landing rights acquired in a
business combination are recognised at fair value at the
acquisition date. Landing rights acquired from other airlines are
capitalised at cost.
Capitalised landing rights based
outside of the UK and the EU are amortised on a straight-line basis
over a period not exceeding 20 years. Capitalised landing rights
based within the UK and the EU are not amortised, as regulations
provide that these landing rights are perpetual.
e Contract-based
intangibles
Contract-based intangibles
acquired in a business combination are recognised initially at fair
value at the acquisition date and amortised over the remaining life
of the contract.
f Software
The cost to purchase or develop
computer software that is separable from an item of related
hardware is capitalised separately and amortised on a straight-line
basis generally over a period not exceeding five years, with
certain specific software developments amortised over a period of
up to ten years.
In certain instances, the Group
enters into cloud computing arrangements with third-party
providers, such as software as a service (SaaS), where the Group is
provided the right to access and use the application software over
the contract term. At inception of the contract, the Group will
assess whether such an arrangement gives rise to the recognition of
a software intangible asset.
Where the Group determines that no
software intangible asset should be recognised, the cloud computing
arrangement is determined to be a service contract and the
associated fees paid are expensed as incurred. In addition, the
costs incurred for both the customisation and configuration of the
application software are generally expensed as incurred.
g Emissions allowances
Where an operating company
purchases emissions allowances these amounts are recognised at cost
and recorded within Intangible assets. As an operating company
emits CO2 equivalent and builds up an obligation to the
relevant authorities, a provision is recognised.
Emissions allowances recorded
within Intangible assets are not revalued or amortised but are
tested for impairment whenever indicators exist that the carrying
value may not be recoverable. For those obligations arising for
which the operating company has purchased emission allowances to
offset the emissions, the provision is recognised at the weighted
average cost of the intangible asset. For those obligations arising
for which the operating company has not yet purchased emission
allowances to offset the emissions, the provision is recognised at
the market price of the allowances required at the reporting date.
As the provision is recognised, a corresponding amount is recorded
in the Income statement within Fuel, oil costs and emission
charges.
The Group's emissions obligation,
recognised as a separate liability, is extinguished when the
associated emission certificates are surrendered, which is
typically within 12 months of the reporting date.
From time to time the Group enters
into sale and repurchase transactions for specified emission
allowances. Such transactions do not meet the recognition criteria
of a sale under IFRS 15 and accordingly the asset is retained on
the Balance sheet within Intangible assets and an Other financing
liability recognised equal to the proceeds received.
Impairment of non-financial
assets
Assets that have an indefinite
useful life are not subject to amortisation and are tested annually
for impairment. Assets that are subject to amortisation are
reviewed for impairment whenever events or changes in circumstances
indicate that the carrying amount may not be recoverable. An
impairment loss is recognised for the value by which the asset's
carrying value exceeds its recoverable amount. The recoverable
amount is the higher of an asset's fair value less cost to sell and
value-in-use. Non-financial assets other than goodwill that were
subject to an impairment are reviewed for possible reversal of the
impairment at each reporting date.
a Property, plant and equipment,
including Right of use assets
The carrying value is reviewed for
impairment when events or changes in circumstances indicate the
carrying value may not be recoverable and the cumulative impairment
losses are shown as a reduction in the carrying value of
property, plant and equipment.
b Intangible assets
Intangible assets are held at cost
and are either amortised on a straight-line basis over their
economic life, or they are deemed to have an indefinite economic
life and are not amortised. Indefinite life intangible assets are
tested annually for impairment or more frequently if events or
changes in circumstances indicate the carrying value may not be
recoverable.
Investments in associates and
joint ventures
An associate is an undertaking in
which the Group has a long-term equity interest and over which it
has the power to exercise significant influence. Where the Group
cannot exercise control over an entity in which it has a
shareholding greater than 51 per cent, the equity interest is
treated as an associate undertaking.
A joint venture is a type of joint
arrangement whereby the parties that have joint control of the
arrangement have rights to the net assets of the joint venture.
Joint control is the contractually agreed sharing of control of an
arrangement, which exists only when decisions about the relevant
activities require unanimous consent of the parties sharing
control. The considerations made in determining significant
influence or joint control are similar to those necessary to
determine control over subsidiaries.
Investments in associates and
joint ventures are accounted for using the equity method, and
initially recognised at cost. The Group's interest in the net
assets of associates and joint ventures is included in Investments
accounted for using the equity method in the Balance sheet and its
interest in their results is included in the Income statement,
below operating result. The attributable results of those companies
acquired or disposed of during the year are included for the
periods of ownership.
Financial instruments
a Financial assets and
liabilities
Financial assets and financial
liabilities are classified, upon initial recognition, as measured
at amortised cost, at fair value through other comprehensive income
(OCI), or fair value through profit or loss. Financial assets and
financial liabilities are not reclassified subsequent to their
initial recognition unless the Group changes its business model for
managing financial assets.
The classification of financial
assets and financial liabilities at initial recognition depends on
the financial assets' and financial liabilities' contractual cash
flow characteristics and the Group's business model for managing
them. In order for a financial asset or financial liability to be
classified and measured at amortised cost or fair value through
OCI, it needs to give rise to cash flows that are 'solely payments
of principal and interest' (SPPI) on the principal amount
outstanding. A financial asset or financial liability that is not
SPPI is classified and measured at fair value through profit or
loss. This assessment is performed on an instrument by instrument
basis.
The Group's business model for
managing financial assets and financial liabilities establishes how
it manages its financial assets and financial liabilities in order
to generate cash flows. The business model determines whether cash
flows will result from collecting contractual cash flows, selling
the financial assets, or both. Financial assets and financial
liabilities classified and measured at amortised cost are held
within a business model with the objective to hold financial assets
in order to collect contractual cash flows while financial assets
and financial liabilities classified and measured at fair value
through OCI are held within a business model with the objective of
both holding to collect contractual cash flows and
selling.
Long-term borrowings
Long-term borrowings are recorded
at amortised cost, including lease liabilities which contain
interest rate swaps that are closely related to the underlying
financing and as such are not accounted for as an embedded
derivative.
Convertible debt
Convertible bonds are classified
as either compound financial instruments or hybrid financial
instruments depending on the settlement alternatives upon
redemption. Where the bondholders exercise their equity conversion
options and the Group has no alternative other than to settle the
convertible bonds into a fixed number of ordinary shares of the
Company, then the bonds are classified as a compound financial
instrument. Where the Group has an alternative settlement mechanism
to the convertible bonds that permits settlement in cash, then the
convertible instrument is classified as a hybrid financial
instrument.
Convertible bonds that are
classified as compound financial instruments consist of a liability
and an equity component. At the date of issue, the fair value of
the liability component is estimated using the prevailing market
interest rate for similar non-convertible debt, and is subsequently
recorded on an amortised cost basis using the effective interest
method until extinguished on conversion or maturity of the bonds,
and is recognised within Borrowings. The difference between the
proceeds of issue of the convertible bond and the fair value
assigned to the liability component, representing the embedded
option to convert the liability into equity of the Group, is
included in the equity portion of the convertible bond in Other
reserves and is not subsequently remeasured. The interest expense
on the liability component is calculated by applying the effective
interest rate for similar non-convertible debt to the liability
component of the instrument. The difference between this value and
the interest paid is added to the carrying amount of the
liability.
Convertible bonds that are
classified as hybrid financial instruments consist only of a
liability component recognised within Borrowings. At the date of
issue, the entirety of the convertible bonds is accounted for at
fair value with subsequent fair value gains or losses recorded
within Borrowings. The fair value of such financial instruments is
obtained from their respective quoted prices in active markets,
with the portion of the change in fair value attributable to
changes in the credit risk of the convertible bonds recognised in
Other comprehensive income and the portion of the change in fair
value attributable to market conditions recognised in the Income
statement within Finance costs.
Issue costs associated with
compound financial instruments are apportioned between the
liability and equity components of the convertible bonds where
appropriate based on their relative carrying values at the date of
issue. The portion relating to the equity component is charged
directly against equity. Issue costs associated with hybrid
financial instruments are expensed immediately to the Income
statement.
Other equity
investments
Other equity investments are
non-derivative financial assets including listed and unlisted
investments, excluding interests in associates and joint ventures.
On initial recognition, these equity investments are irrevocably
designated as measured at fair value through Other comprehensive
income. They are subsequently measured at fair value, with changes
in fair value recognised in Other comprehensive income with no
recycling of these gains and losses to the Income statement when
the investment is sold or a change in the structure of transaction
changes its classification as an Other equity instrument. Dividends
received on other equity investments are recognised in the Income
statement.
The fair value of quoted
investments is determined by reference to bid prices at the close
of business on the balance sheet date.
Where there is no active market,
fair value is determined using valuation techniques.
Financial instruments held for
trading
Financial instruments are
classified as held for trading if they are incurred for the purpose
of selling the associated asset in the near term and not having
been purchased for operational purposes.
By entering into short-term forward sales contracts, the Group seeks to
optimise capital allocation while minimising the associated
economic risk.
Interest-bearing
deposits
Interest-bearing deposits,
principally comprising funds held with banks and other financial
institutions with contractual cash flows that are SPPI, and held in
order to collect contractual cash flows, are carried at amortised
cost using the effective interest method.
Impairment of financial
assets
At each balance sheet date, the
Group recognises provisions for expected credit losses on financial
assets measured at amortised cost, based on either 12-month or
lifetime losses depending on whether there has been a significant
increase in credit risk since initial recognition. The simplified
approach, based on the calculation and recognition of lifetime
expected credit losses, is applied to contracts that have a
maturity of one year or less, including trade
receivables.
When determining whether there has
been a significant increase in credit risk since initial
recognition and when estimating the expected credit loss, the Group
considers reasonable and supportable information that is relevant
and available. This includes both quantitative and qualitative
information and analysis, based on the Group's historical
experience and informed credit assessment, including
forward-looking information. Such forward-looking information takes
into consideration the forecast economic conditions expected to
impact the outstanding balances at the balance sheet date. A
financial asset is written off when there is no reasonable
expectation of recovery, such as the customer having filed for
liquidation.
b Cash and cash
equivalents
Cash and cash equivalents include
cash in hand and deposits with any qualifying financial institution
repayable on demand or maturing within three months of the date of
acquisition and which are subject to an insignificant risk of
change in value.
c Derivative and non-derivative
financial instruments and hedging activities
Derivative financial instruments,
comprising interest rate swap derivatives, foreign exchange
derivatives and fuel derivatives (including options, swaps and
forward contracts) are initially recognised at fair value on the
date a derivative contract is entered into and are subsequently
remeasured at their fair value. They are classified as financial
instruments through the Income statement. The method of recognising
the resulting gain or loss arising from remeasurement depends on
whether the derivative is designated as a hedging instrument, and
if so, the nature of the item being hedged (as detailed below under
cash flow hedges). The time value of options is excluded from the
designated hedging instrument and accounted for as a cost of
hedging. Movements in the time value of options are recognised in
Other comprehensive income until the underlying transaction affects
the Income statement.
When forward contracts are used to
hedge forecast transactions, the Group generally designates only
the spot component of the forward contract as the hedging
instrument within a hedge relationship. The effective portion of
gains or losses arising on the change in fair value of the spot
component are recognised within Other comprehensive income in the
Cash flow hedge reserve within equity. The forward component of a
forward contract is not designated within a hedge relationship,
with the associated gains and losses on the forward component
recorded within Other comprehensive income in the Cost of hedging
reserve within equity until the underlying transaction affects the
Income statement.
To manage foreign exchange
movements on foreign currency customer cash inflows (denominated in
US dollars, euros and Japanese yen), certain non-derivative
repayment instalments on foreign currency-denominated
interest-bearing liabilities are designated as hedging instruments
within a hedge relationship. The effective portion of gains or
losses arising from movements in foreign exchange rates are
recognised within Other comprehensive income in the Cash flow hedge
reserve within equity. Accumulated gains or losses within the cash
flow hedge reserve are transferred to Sales in advance of carriage
in the same period as the forecast transaction occurs or when hedge
accounting is discontinued when the forecast transaction is no
longer expected to occur, at which point amounts are immediately
reclassified to the Income statement.
When a derivative is designated as
a hedging instrument and that instrument expires, is sold or is
restructured, if the initial forecast transaction is still expected
to occur, any cumulative gain or loss remains in the cash flow
hedge reserve until such time as the hedge item impacts the Income
statement. Where there is a change in the risk management
objective, then hedge accounting is discontinued and the associated
cumulative gain or loss arising prior to the change in risk
management objective remains in the cash flow hedge reserve until
such time as the underlying hedged item impacts the Income
statement had the risk management objective continued to have been
met. Where a forecast transaction which was previously determined
to be highly probable and for which hedge accounting applied, is no
longer expected to occur, hedge accounting is discontinued and the
cumulative gain or loss in the cash flow hedge reserve is
immediately reclassified to the Income statement.
Each operating company enters into
foreign currency derivative contracts, that are not designated in a
hedge relationship, in order to mitigate foreign exchange movements
on financial liabilities designated in currencies other than the
presentational currency of each operating company, including but
not limited to, lease liabilities. Movements in the fair value of
such derivatives are recognised in the Income statement in the
period in which they occur and are presented within Net currency
retranslation charges.
Exchange gains and losses on
monetary investments are taken to the Income statement unless the
item has been designated and is assessed as an effective hedging
instrument. Exchange gains and losses on non-monetary investments
are reflected in equity.
d Cash flow hedges
Changes in the fair value of
derivative financial instruments designated as in a cash flow hedge
relationship of a highly probable expected future transaction are
assessed for effectiveness and accordingly recorded in the Cash
flow hedge reserve within equity.
Hedge effectiveness
Hedge effectiveness is determined
at the inception of the hedge relationship, and through periodic
prospective effectiveness assessments, to ensure that an economic
relationship exists between the hedged item and hedging instrument.
A hedging relationship qualifies for hedge accounting if it
meets all of the following effectiveness requirements: (i) there is
'an economic relationship' between the hedged item and the
hedging instrument; (ii) the effect of credit risk does not
dominate the value changes that result from that economic
relationship; and (iii) the hedge ratio is aligned with the
requirements of the Group's risk management strategy and in all
instances is maintained at a ratio of 1:1.
The Group assesses whether the
derivative designated as the hedging instrument in a hedge
relationship is expected to be on inception and at each reporting
date effective in offsetting the changes in cash flows of the
hedged item using the hypothetical derivative model.
Sources of ineffectiveness include
the following:
• in hedges of fuel
purchases, ineffectiveness may arise if the timing of the forecast
transaction changes from what was originally estimated, or if there
are changes in the credit risk of the Group or the derivative
counterparty;
• in hedges of foreign
currency purchases, ineffectiveness may arise if the timing of the
forecast transaction changes from what was originally estimated, or
if there are changes in the credit risk of the Group or the
derivative counterparty;
• in hedges of interest rate
payments, ineffectiveness may arise if there are differences in the critical terms between the interest
rate derivative instrument and the underlying hedged item, or if
there are changes in the credit risk of the Group or the derivative
counterparty; and
• in all hedges,
ineffectiveness may arise if there are differences between the
critical terms of the hedging instrument and the hypothetical
derivative, such as where on inception of the hedge relationship
the fair value of the hedging instrument is not zero.
Ineffectiveness is recorded within
the Income statement as Realised/unrealised (losses)/gains on
derivatives not qualifying for hedge accounting and presented
within Other non-operating credits.
Reclassification and transfer
adjustments
Gains and losses accumulated in
the Cash flow hedge reserve within equity are either reclassified
from the Cash flow hedge reserve when the hedged item affects the
Income statement, or transferred from the Cash flow hedge reserve
when the hedged item gives rise to recognition in the Balance sheet
as follows:
• where the forecast hedged
item results in the recognition of expenses within the Income
statement (such as the purchase of jet fuel for which both fuel and
the associated foreign currency derivatives are designated as the
hedging instrument), the accumulated gains and losses recorded in
both the Cash flow hedge reserve and the
Cost of hedging reserve are reclassified
and included in the Income statement within the same caption as the
hedged item is presented. Such reclassification occurs in the same
period as the hedged item is recognised in the Income
statement;
• where the forecast hedged
item results in the recognition of a non-financial asset (such as
the purchase of aircraft for which foreign currency derivatives are
designated as the hedging instrument or where the purchase of jet
fuel gives rise to the recognition of fuel inventory in storage
facilities), or a non-financial liability (such as the sales in
advance of carriage for which both foreign currency derivatives and
non-financial derivative instruments are designated as the hedging
instrument), the accumulated gains and losses recorded within both
the Cash flow hedge reserve and the
Cost of hedging reserve are transferred
and included in the initial cost of the asset and liability,
respectively. These gains or losses are recorded in the Income
statement as the non-financial asset and the non-financial
liability affects the Income statement (which for aircraft is
through Depreciation, amortisation and
impairment over the expected life of the aircraft, for fuel
inventory through Fuel, oil costs and emission charges when it is
consumed and for sales in advance of carriage through Passenger
revenue when the flight is flown); and
• where the forecast hedged
item results in the recognition of a financial asset or liability
(such as variable rate debt for which interest rate swaps are
designated as the hedging instrument), the accumulated gains and
losses recorded within the Cash flow hedge
reserve are reclassified to the Income
statement to Interest expense within Finance costs at the
same time as the interest income or expense arises on the
hedged item.
Further information on the risk
management activities of the Group is given in note 29.
e Fair value hedges
Changes in the fair value of
derivative financial instruments designated in a fair value hedge
relationship are recorded within the Income statement as Net change
in the fair value associated with fair value hedges within Other
non-operating credits. The change in the fair value of the hedged
item attributable to the risk being hedged is recorded as part of
the overall carrying amount of the hedged item and is recorded
within the Income statement as Net change in the fair value
associated with fair value hedges within Other non-operating
credits.
For fair value hedges associated
with financial liabilities measured at amortised cost, any
adjustment to the carrying value is amortised to the Income
statement from the date of the cessation of the hedge relationship
through to the maturity of the hedged item using the effective
interest rate method.
If the hedged item is
de-recognised, the unamortised fair value is recognised immediately
in the Income statement.
Ineffectiveness included in fair
value hedges of interest rate payments may arise if there are
differences in the critical terms between the interest rate
derivative instrument and the underlying hedged item, or if there
are changes in the credit risk of the Group or the derivative
counterparty.
f Interest rate benchmark
reform
In 2020 the Group adopted the
amendments to IFRS 9 and IFRS 7 relating to the interest rate
benchmark reform Phase 1, ('Phase 1') and in 2021 the Group adopted
the amendments to IFRS 9, IAS 39, IFRS 7, IFRS 4 and IFRS 16
relating to the interest rate benchmark reform Phase 2 ('Phase
2').
The Phase 1 amendments provide
temporary relief from applying certain hedge accounting
requirements to hedging relationships directly affected by
Interbank Offered Rates ('IBOR') reform. The reliefs have the
effect that IBOR reform does not cause hedge accounting to
terminate prior to contracts being amended. Where transition to an
alternative benchmark rate has taken place, the Group ceases to
apply the Phase 1 amendments and instead applies the Phase 2
amendments.
Hedge accounting
During the course of 2023, the Group ceased to apply the Phase 1
amendments, as the last of the associated IBORs transitioned to
alternative benchmarks. Prior to these transitions and where the
Group applied the Phase 1 amendments, the following reliefs were
applied:
• when considering the
highly probable requirement, the Group assumed that those benchmark
rates that needed to be transitioned to an alternative benchmark
rate, on which the Group's hedged long-term borrowings were based,
did not change as a result of IBOR reform;
• in assessing whether the
hedge was expected to be highly effective on a forward-looking
basis the Group assumed that those benchmark rates that needed to
be transitioned to an alternative benchmark rate, on which the cash
flows of the hedged long-term borrowings and the interest rate
swaps that hedge them were based, were not altered by IBOR reform;
and
• the Group has not
reclassified the Cash flow hedge reserve
relating to the period after the IBOR reform is expected to take
effect.
When the Group ceased to apply the
Phase 1 amendments, the Group amended its hedge designation to
reflect changes which are required by IBOR reform, but only to make
one or more of the following changes:
• designating an alternative
benchmark rate (contractually or non-contractually specified) as
the hedged risk;
• amending the description
of the hedged item, including the description of the designated
portion of the cash flows being hedged; or
• amending the description
of the hedging instrument.
The associated hedge documentation
was updated to reflect these changes in designation by the end of
the reporting period in which the changes were made. Such
amendments did not give rise to the hedge relationship being
discontinued.
When the Group transitioned to
alternative benchmark rates, the accumulated amounts within the
cash flow hedge reserve were determined to be based on the
alternative benchmark rates and no reclassification adjustments
were made from the cash flow hedge reserve to the Income
statement.
Long-term borrowings and lease
liabilities
Phase 2 of the amendments required
that, for financial instruments measured using amortised cost
measurement, changes to the basis for determining the contractual
cash flows required by interest rate benchmark reform are reflected
by adjusting their effective interest rate prospectively. No gain
or loss was recognised upon transition to the new benchmark. The
expedient was only applicable to direct changes that are required
by interest rate benchmark reform.
For lease liabilities where there
was a change to the basis for determining the contractual cash
flows, as a practical expedient the lease liability was remeasured
by discounting the revised lease payments using a discount rate
that reflected the change in the interest rate where the change was
required by IBOR reform.
No amounts have been recorded in
the current or prior periods as a result of these
amendments.
Employee benefit plans
a Pension obligations
The Group has both defined benefit
and defined contribution plans. A defined contribution plan is a
pension plan under which the Group pays fixed contributions into a
separate entity. The Group has no legal or constructive obligations
to pay further contributions if the fund does not hold sufficient
assets to pay all employees the benefits relating to employee
service in the current and prior years.
Typically, defined benefit plans
define an amount of pension benefit that an employee will receive
on retirement, usually dependent on one or more factors such as
age, years of service and compensation.
The Group's net obligation in
respect of defined benefit pension plans is calculated separately
for each plan by estimating the amount of future benefit that
employees have earned in return for their service in the current
and prior years. The benefit is discounted to determine its present
value, and the fair value of any plan assets are deducted. The
discount rate is the yield at the balance sheet date on AA-rated
corporate bonds of the appropriate currency that have durations
approximating those of the Group's obligations. The calculation is
performed by a qualified actuary using the projected unit credit
method. When the net obligation calculation results in an asset for
the Group, the recognition of an asset is limited to any future
refunds, net of the relevant taxes, from the plan or reductions in
future contributions to the plan ('the asset ceiling'). The fair
value of the plan assets is based on market price information and,
in the case of quoted securities, is the published bid price. The
fair value of insurance policies which exactly match the amount and
timing of some or all benefits payable under the scheme are deemed
to be the present value of the related obligations. Longevity swaps
are measured at their fair value.
Current service costs are
recognised within employee costs in the year in which they arise.
Past service costs are recognised in the event of a plan amendment
or curtailment, or when the Group recognises related restructuring
costs or severance obligations. The net interest is calculated by
applying the discount rate used to measure the defined benefit
obligation at the beginning of the period to the net defined
benefit liability or asset, taking into account any changes in the
net defined benefit liability or asset during the period as a
result of contributions and benefit payments. Net interest and
other expenses related to the defined benefit plans are recognised
in the Income statement. Remeasurements, comprising IAS 19 gains
and losses, the effect of the asset ceiling (excluding interest)
and the return on plan assets (excluding interest), are recognised
immediately in Other comprehensive income. Remeasurements are not
reclassified to the Income statement in subsequent
periods.
b Severance obligations
Severance obligations are
recognised when employment is terminated by the Group before the
normal retirement date, or whenever an employee accepts voluntary
redundancy in exchange for these benefits. The Group recognises a
provision for severance payments when it is demonstrably committed
to either terminating the employment of current employees according
to a detailed formal plan without realistic possibility of
withdrawal, or providing severance payments as a result of an offer
made to encourage voluntary redundancy.
Other employee benefits are
recognised when there is deemed to be a present
obligation.
c Flight crew
provisions
The Group's obligations in respect
of flight crew provisions are calculated separately for each
collective bargaining agreement. In estimating these obligations,
the Group makes assumptions regarding the number of employees that
will elect to take early retirement under these agreements, and the
age at which they make this election (where relevant), using the
probability weighted methodology. The Group recognises a provision
for service costs from the date of employment of the relevant
individual, with the corresponding amount recorded within the
Income statement. The provisions recognised are discounted, at the
reporting date and the effect of unwinding of these discount rates
are recognised as a finance cost in the Income
statement.
Remeasurements of the provisions
are made for changes in financial assumptions and recorded in Other
comprehensive income. The Group records changes through Other comprehensive
income, where assumptions regarding the elections to be made by
individuals differs to actual elections. These calculations are
performed by a qualified actuary using the projected unit credit
method.
Taxation
Current income tax assets and
liabilities are measured at the amount expected to be recovered
from or paid to the taxation authorities, based on tax rates and
laws that are enacted or substantively enacted at the balance sheet
date.
Deferred income tax is recognised
on all temporary differences arising between the tax bases of
assets and liabilities and their carrying amounts in the financial
statements, with the following exceptions:
• where the temporary
difference arises from the initial recognition of goodwill or of an
asset or liability in a transaction that is not a business
combination that at the time of the transaction affects neither
accounting nor taxable profit or loss;
• in respect of taxable
temporary differences associated with investments in subsidiaries
or associates, where the timing of the reversal of the temporary
differences can be controlled and it is probable that the temporary
differences will not reverse in the foreseeable future;
and
• deferred
income tax assets are recognised only to the extent that it is
probable that taxable profit will be available against which the
deductible temporary differences, carried forward tax credits or
tax losses can be utilised.
Deferred income tax assets and
liabilities are measured on an undiscounted basis at the tax rates
that are expected to apply when the related asset is realised or
liability is settled, based on tax rates and laws enacted or
substantively enacted at the balance sheet date.
Income tax is charged or credited
directly to equity if it relates to items that are credited or
charged to equity. Otherwise income tax is recognised in the Income
statement.
Inventories
Inventories are valued at the
lower of cost and net realisable value. Such cost is determined by
the weighted average cost method. Inventories include mainly
aircraft spare parts, repairable aircraft engine parts and fuel
held in storage facilities.
Share-based payments
The Group operates a number of
equity-settled, share-based payment plans, under which the Group
awards equity instruments of the Group for services rendered by
employees. The fair value of the share-based payment plans is
measured at the date of grant using a valuation model provided by
external specialists. The resulting cost, as adjusted for the
expected and actual level of vesting of the plan, is charged to the
Income statement over the period in which the options vest. At each
balance sheet date before vesting, the cumulative expense is
calculated, representing the extent to which the vesting period has
expired and management's best estimate of the achievement or
otherwise of non-market conditions, and accordingly the number of
equity instruments that will ultimately vest. The movement in the
cumulative expense since the previous balance sheet date is
recognised in the Income statement with a corresponding entry in
equity.
Treasury shares
When the share capital of the
Company is repurchased, the amount of the consideration paid,
including directly attributable transaction costs, is recognised as
a deduction from equity within the treasury share reserve. When
treasury shares are sold or reissued, the amount received is
recognised as an increase in equity and the resulting gain or loss
on the transaction is presented as an adjustment to Retained
earnings with no gain or loss recorded in the Income
statement.
Provisions
Provisions are made when all of
the following criteria have been met: (i) an obligation exists for
a present liability in respect of a past event;
(ii) where the amount of the obligation can be reliably estimated;
and (iii) where it is considered probable that an outflow of
economic resources will be required to settle the obligation. Where
it is not considered probable that there will be an outflow of
economic resources required to settle the obligation, the Group
does not recognise a provision, but discloses the matter as a
contingent liability. The Group assesses whether each matter is
probable of there being an outflow of economic resources to settle
the obligation at each reporting date.
Employee leaving indemnities and
other employee provisions are recorded for flight crew who, meeting
certain conditions, have the option of being placed on reserve or
of taking early retirement. The Group is obligated to remunerate
these employees until they reach the statutory retirement age. The
calculation is performed by qualified independent
actuaries using the projected unit credit method.
Other employee related provisions
are recognised for direct expenditures of business reorganisation
such as severance payments (restructuring provisions) where plans
are sufficiently detailed and well advanced, and where appropriate
communication to those affected has been undertaken at the balance
sheet date.
The method for determining legal
claims provisions is determined on a claim by claim basis. Where a
claim includes a significant population of items, the weighted
average provision is estimated by determining all potential
outcomes and the probability of their occurrence. Where a claim
relates to a single item, then the Group determines the associated
provision by applying the most likely outcome giving consideration
to alternative outcomes. Where an individual claim is significant,
the disclosure of quantitative information is restricted to the
extent that it does not prejudice the outcome of the claim. If the
effect is material, expected future cash flows are discounted using
a rate that reflects, where appropriate, the risks specific to the
provision. Where discounting is used, the effect of unwinding the
discount rate is recognised as a Finance
cost in the Income statement.
Revenue recognition
Passenger revenue
The Group's revenue primarily
derives from transportation services for both passengers and cargo.
Revenue is recognised when the transportation service has been
provided.
Passenger tickets are generally
paid for in advance of transportation and are recognised, net of
discounts, as Deferred revenue and presented within current
liabilities until either: (i) the customer has flown; or (ii)
where the customer does not fly on the intended
date and has purchased a non-flexible fare.
For flexible and semi-flexible
tickets, when the customer does not travel on the intended date, a
term referred to as 'unused tickets', the customer has a number of
options they can elect to apply, depending on the fare type: (i)
reschedule the date of intended travel; (ii) request a refund; or
(iii) request a voucher.
The Group estimates the amount of
these unused tickets for which customers are not expected to
exercise their remaining rights prior to expiry based on the terms
and conditions of the ticket and analysis of historical experience,
a term referred to as 'unused ticket breakage'. This revenue is
recognised based on the terms and conditions of the ticket and
analysis of historical experience. For unused ticket breakage,
revenue is recognised only when the risk of a significant reversal
of revenue is remote. The estimation regarding historical
experience is updated at each reporting date.
Where a flight is cancelled, the
customer has a number of options they can elect to apply to their
unused tickets: (i) compensation; (ii) a refund; (iii) changing to
an alternative flight; or (iv) the receipt of a voucher.
The presentation in the financial
statements of these customer options, to the extent they differ to
the recognition criteria stated above, are as follows:
• Compensation for flight
cancellation - such payments are presented net within Passenger
revenue against the original ticket purchased;
• Refund - deferred revenue
is reduced and no amount is recorded within revenue;
• Changing to an alternative
flight - amounts are retained within Deferred revenue until such
time as the flight is flown, at which time it is recorded within
Passenger revenue; and
• Voucher
- retained within Deferred revenue until such time as it is
redeemed for a flight or it expires, at which time it is recorded
within Passenger revenue.
In relation to vouchers, the Group
also recognises revenue by estimating the amount of vouchers that
customers are not expected to exercise their remaining rights prior
to expiry using analysis of historical experience. The estimation
regarding historical experience is updated at each reporting date.
The amount of such revenue recognised is constrained, where
necessary, such that the risk of a significant reversal of revenue
in the future is remote.
Payments received in relation to
certain ancillary services regarding passenger transportation, such
as change fees, are not considered to be distinct from the
performance obligation to provide the passenger flight. Payments
relating to these ancillary services are recognised in Deferred
revenue in current liabilities until the customer has
flown.
The Group
considers whether it is an agent or a principal in relation to
passenger transportation services by considering whether it has a
performance obligation to provide services to the customer or
whether the obligation is to arrange for the services to be
provided by a third party. The Group acts as an agent where: (i) it
collects various taxes, duties and fees assessed on the sale of
tickets to passengers and remits these to the relevant taxing
authorities; and (ii) where it provides interline services to
airline partners outside of the Group. Commissions earned in
relation to agency services are recognised as revenue when the
underlying goods or services have been transferred to the customer.
In all other instances, the Group considers it acts as the
principal in relation to passenger transportation
services.
Cargo revenue
The Group has identified a single
performance obligation in relation to cargo services and the
associated revenue is measured at its standalone selling price and
recognised on satisfaction of the performance obligation, which
occurs on the fulfilment of the transportation service.
Other revenue
The Group has identified several
performance obligations in relation to services that give rise to
revenue being recognised within Other revenue. These services,
their performance obligations and associated revenue recognition
include:
• the provision of
maintenance services and overhaul services for engines and
airframes, where the Group is engaged to enhance an asset while the
customer retains control of the asset. Accordingly, the performance
obligations are satisfied, and revenue recognised, over time. The
Group estimates the proportion of the contract completed at the
reporting date and recognises revenue based on the percentage of
completion of the contract;
• the provision of ground
handling services, where the performance obligations are fulfilled
when the services are provided;
• the provision of holiday
and hotel services, where the performance obligations are satisfied
over time as the customer receives the benefit of the service;
and
• brand and marketing
activities, where the performance obligations are satisfied as the
associated activities occur.
Customer loyalty
programmes
The Group operates four principal
loyalty programmes: the British Airways Executive Club, Iberia
Plus, Vueling Club and the Aer Lingus Aer Club. The customer
loyalty programmes award travellers Avios to redeem for various
rewards, primarily redemption travel, including flights, hotels and
car hire. Avios are also sold to commercial partners to use in
loyalty activity.
Avios issuance
When issued, the standalone
selling price of an Avios is recorded within Deferred revenue in
current liabilities until the customer redeems the Avios. The
standalone selling price of Avios is based on the value of the
awards for which the points could be redeemed. The Group also
recognises revenue associated with the proportion of Avios which
are not expected to be redeemed, referred to as 'breakage', based
on the results of modelling using historical experiences and
expected future trends in customer behaviour, up until the
reporting date. The amount of such revenue recognised is limited,
where necessary, such that the risk of a significant reversal of
revenue in the future is remote.
Where the issuance of Avios arises
from travel on the Group's airlines, the consideration received
from the customer may differ to the aggregation of the relative
standalone selling prices. In such instances the allocation of the
consideration to each performance obligation is undertaken on a
proportional basis using the relative standalone selling
prices.
The Group has contractual
arrangements with non-Group airlines and non-air partners for the
issuance and redemption of Avios, for which it has identified the
following performance obligations:
Companion vouchers
Certain non-air partners issue
their card holders with companion vouchers, which forms part of the
variable consideration of the overall contract, depending on the
level of expenditure by the card holders, for redemption on the
airlines of the Group for the same flight and class of cabin as the
underlying fare being purchased. The Group estimates the standalone
selling price of the companion voucher performance obligation,
using valuation techniques, by reference to the amount that a third
party would be prepared to pay in an arm's length
transaction.
Brand and marketing
activities
For both air and non-air partners,
the Group licenses the Avios and the airline brands for certain
activities, such as the creation of co-branded credit cards. In
addition, the Group has certain contractual arrangements whereby it
commits to provide marketing services to the members of the
loyalty schemes on behalf of those partners. For the provision of
both brand and marketing services, the partner receives benefits
incremental to the issuance of Avios. The Group estimates the
standalone selling price of the brand and marketing performance
obligations, using valuation techniques, by reference to the amount
that a third party would be prepared to pay in an arm's length
transaction for access to comparable brands for the period over
which they use the brand. For brand services, as the Group
considers that the partner has the right to use the brand, revenue
is recognised as the brand service is provided and not over time.
For marketing performance obligations, revenue is recognised as the
marketing activities occur based on when the partner receives the
benefit of those services.
Upfront payments
Where a partner makes an upfront
payment to the Group which does not relate to any specific
performance obligation, then the Group considers such payments as
advance payments for future goods and services and the associated
revenue is recognised as those goods and services are
provided, as detailed above. In such instances the payment is
allocated across all of the performance obligations over
the contract term. The Group estimates the
expected level of Avios to be issued over the contract term
using
experience, historical and
expected future trends, and allocates the payments to the relevant
performance obligations accordingly. At
each reporting date, the Group updates its estimate of the number
of Avios expected to be issued over the total contract term and
recognises a cumulative catch-up adjustment where
necessary.
When a partner makes an upfront
payment to the Group, the Group assesses whether such a payment is
representative of a significant financing event. Where a
significant financing component is identified, the Group estimates
a market rate of interest that an arm's length financial
liability of similar size and tenor would yield. The Group
recognises the imputed interest within the Income statement as
Other finance costs within Finance costs.
Other considerations
The Group considers whether it is
an agent or a principal in relation to the loyalty services by
considering whether it has a performance obligation to provide
services to the customer or whether the obligation is to arrange
for the services to be provided by a third party. In particular,
the Group acts as an agent where customers redeem their Avios on
interline partner flights outside of the Group, where the fees
payable to the interline partner are presented net against the
associated release of the Deferred revenue.
Exceptional items
Exceptional items are those that
in management's view need to be separately disclosed by virtue of
their size or nature and where such presentation is relevant to an
understanding of the Group's financial performance. While
management has defined a list of items and a quantitative threshold
that would merit categorisation as exceptional that has been
established through historical experience, the Group retains the
flexibility to add additional items should their size or nature
merit such presentation. The accounting policy in respect of
exceptional items and classification of an item as exceptional is
approved by the Board, through the Audit and Compliance
Committee.
The financial performance of the
Group is monitored by the Management Committee and the Board on a
pre-exceptional basis to enable comparison to prior reporting
periods as well as to other selected companies, and also for making
strategic, financial and operational decisions.
The exceptional items recorded in
the Income statement include, but are not limited to, items such as
significant settlement agreements with the Group's pension schemes;
significant restructuring; the impact of business combination
transactions that do not contribute to the ongoing results of the
Group; significant discontinuance of hedge accounting; legal
settlements; individually significant tax transactions; and the
impact of the sale, disposal or impairment of an asset or
investment in a business. Where exceptional items are separately
disclosed, the resultant tax impact is additionally separately
disclosed. Certain exceptional items may cover more than a single
reporting period, such as significant restructuring events, but not
more than two reporting periods.
Further information is given in
the Alternative performance measures section.
Government grants
Government grants are recognised
where there is reasonable assurance that the grant will be
received. Loans provided and/or guaranteed by governments that
represent market rates of interest are recorded at the amount of
the proceeds received and recognised within Borrowings. Those loans
provided and/or guaranteed by governments that represent below
market rates of interest are measured at inception at their fair
value and recognised within Borrowings, with the differential to
the proceeds received recorded within Deferred income and released
to the relevant financial statement caption in the Income statement
on a systematic basis. Grants that compensate the Group for
expenses incurred are recognised in the Income statement in the
relevant financial statement caption on a systematic basis in the
periods in which the expenses are recognised.
Critical accounting estimates,
assumptions and judgements
The preparation of financial
statements requires management to make judgements, estimates and
assumptions that affect the application of policies and
reported amounts of assets and liabilities, income and expenses.
These judgements, estimates and associated assumptions are
based on historical experience and various other factors believed
to be reasonable under the circumstances. Actual results in the
future may differ from judgements and estimates upon which
financial information has been prepared. These underlying
assumptions are reviewed on an ongoing basis. Revisions to
accounting estimates are recognised prospectively.
Estimates
The estimates and assumptions that
have a significant risk of causing a material adjustment to the
carrying amounts of assets and liabilities within the next
financial year are as follows:
a Employee benefit obligations,
employee leaving indemnities, other employee related
restructuring
At 31 December
2023 the Group recognised €1,380
million in respect of employee benefit assets (2022: €2,334 million) and
€175 million in respect of employee
benefit obligations (2022: €217 million). Further information on employee benefit
obligations is disclosed in note 34.
The cost of employee benefit
obligations, employee leaving indemnities and other
employee-related provisions is determined using the valuation
requirements of IAS 19. These valuations involve making assumptions
about discount rates, future salary increases, mortality rates and
future pension increases. Due to the long-term nature of these
schemes, such assumptions are subject to significant uncertainty.
The assumptions relating to these schemes are disclosed in note
34. The Group determines the assumptions
to be adopted in discussion with qualified actuaries. Any
difference between these assumptions and the actual outcome will
impact future net assets and total comprehensive income. The
sensitivity to changes in pension assumptions is disclosed in note
34.
Under the Group's Airways Pension
Scheme (APS) and New Airways Pension Scheme (NAPS) defined benefit
schemes, increases to pensions are based on the annual Government
Pension Increase (Review) Orders, which since 2011 have been based
on the Consumer Prices Index (CPI). Additionally, in APS there is
provision for the Trustee to pay increases up to the level of the
Retail Prices Index (RPI), subject to certain affordability tests.
Historically market expectations for RPI could be derived by
comparing the prices of UK Government fixed-interest and
index-linked gilts, with CPI assessed by considering the Bank of
England's inflation target and comparison of the construction of
the two inflation indices.
In November 2020, the UK
Government and UK Statistics Authority (UKSA) confirmed alignment
of RPI with CPIH (a variant of CPI) from February 2030. In
assessing RPI and CPI inflation from investment market data,
allowance has been made for alignment of RPI with CPIH from 2030
and, therefore, effectively no gap between RPI and CPI inflation
from that date. CPI inflation before 2030 is assumed to be 1 per
cent per annum below RPI inflation.
b Revenue recognition
At 31 December
2023 the Group recognised €8,023
million (2022: €7,644 million) in respect of deferred revenue of which €2,712 million (2022:
€2,630 million) related to customer
loyalty programmes. Further information on deferred revenue is included in note 24.
Passenger revenue
Passenger revenue is recognised
when the transportation service is provided. At the time of
intended transportation, revenue is also recognised in respect of
estimated unused tickets breakage and is estimated based on the
terms and conditions of the tickets and historical experience. The
Group considers that there is no reasonably possible change to
unused ticket assumptions that would have a material impact on
passenger revenue recorded in the year. A 2 percentage point
increase in the level of unused ticket breakage of the sales in
advance of carriage balance (excluding vouchers) at 31 December
2023 would result in an adjustment to Deferred revenue of €93
million, with an offsetting adjustment to increase revenue and
operating profit recognised in the year.
For details regarding the voucher
liability at 31 December 2023 and the associated sensitivity, see
note 24.
Customer loyalty
schemes
Revenue associated with the
issuance of Avios under customer loyalty programmes is based on the
relative standalone selling prices of the related performance
obligations (brand, marketing and Avios), determined using
estimation techniques. The transaction price of brand and marketing
services is determined using specific brand valuation
methodologies. The transaction price of an Avios is determined as
the price of the rewards against which they can be redeemed and is
reduced to take account of the proportion of Avios that are not
expected to be redeemed by customers.
During 2022, 2021 and 2020, due to
the significant restrictions imposed on the ability of customers to
redeem Avios, as a result of the COVID-19 pandemic,
coupled with the disruption in the patterns of
redemption caused by the COVID-19 pandemic, the Group considered
that the trends experienced since the start of the COVID-19
pandemic were not reflective of the long-term expected patterns of
redemption and accordingly, the Group was unable to determine with
a high degree of probability that there would not be a significant
reversal of revenue in the future had it applied the redemption
trends that were experienced over the period of the pandemic.
Accordingly, for the years to 31 December 2022,
31 December 2021 and 31 December 2020, the Group estimated
the level of redemption activity based on pre-COVID-19 pandemic
customer behaviour.
During 2023, the Group considers
historical redemption activity, including customers' more recent
behaviours following the COVID-19 pandemic, representative of
long-term behavioural trends, such that the Group considers that
the risk of a significant reversal of revenue to be sufficiently
low. Accordingly, the Group has updated its estimated level of
redemption activity to incorporate current customer
behaviour.
The Group estimates the number of
Avios not expected to be redeemed using statistical modelling based
on historical experience and expected future trends in customer
behaviour. A 5 percentage point increase in the
assumption of Avios not expected to be redeemed would result in an
adjustment to Deferred revenue of €94 million, with an offsetting
adjustment to increase revenue and operating profit recognised in
the year.
Unredeemed vouchers
liability
Historically, where a voucher has
been issued to a customer in the event of a flight cancellation,
the Group estimated, based on historical experience, the level of
such vouchers not expected to be used prior to expiry and
recognised revenue accordingly. During 2020 and 2021, due to the
significant level of flight cancellations arising from the COVID-19
pandemic, the Group issued a greater volume of vouchers than it
would have otherwise done. In addition,
given the uncertainty as to the timing of customers redeeming these
vouchers, the Group was unable to estimate with a high degree of
probability that there would not be a significant reversal of
revenue in the future had it applied the historical expiry trends
over the period of the pandemic. Accordingly, for the years to
31 December 2022, 31 December 2021 and 31
December 2020, the Group did not recognise revenue arising
from those vouchers issued due to COVID-19 pandemic-related
cancellations until either the voucher was redeemed or it
expired.
During 2023, the Group considers
historical redemption activity, including customers' more recent
behaviours following the COVID-19
pandemic, representative of the redemption trends expected through
to expiry of the vouchers, such that the Group considers that the
risk of a significant reversal of revenue to be sufficiently low.
Accordingly, the Group has updated its estimated
level of redemption activity to incorporate current customer
behaviour.
c Income taxes
At 31 December
2023, the Group recognised €1,202
million in respect of deferred tax assets (2022: €1,282 million).
Further information on current and deferred tax is disclosed in
note 10.
The Group is subject to income
taxes in numerous jurisdictions. Estimates are required in
determining the worldwide provision for income taxes. There are
many transactions and calculations for which the ultimate tax
determination is uncertain because it may be unclear how tax law
applies to a particular transaction or circumstance. Where the
Group determines that it is more likely than not that the tax
authorities would accept the position taken in the tax return,
amounts are recognised in the financial statements on that basis.
Where the amount of tax payable or recoverable is uncertain, the
Group recognises a liability based on either: the Group's judgement
of the most likely outcome; or, when there is a wide range of
possible outcomes, a probability-weighted average
approach.
The Group recognises deferred tax
assets only to the extent that it is probable that the taxable
profit will be available against which the deductible temporary
differences, carried forward tax credits or tax losses can be
utilised. Management uses judgement, including the consideration of
past and current operating performance and the future projections
of performance laid out in the approved business plan in order to
assess the probability of recoverability.
In exercising this judgement,
while there are no time restrictions on the utilisation of historic
tax losses in the principal jurisdictions in which the Group
operates, future cash flow projections are forecast for a period of
up to ten years from the balance sheet date, which represents the
period over which it is probable that future taxable profits will
be available.
At 31 December 2023, the Group had
unrecognised deferred tax assets of €1,584 million relating to tax
losses and other temporary differences the Group does not
reasonably expect to utilise. In applying the aforementioned
judgement, had the Group extended the period of future cash flow
projections indefinitely, then the amount of unrecognised tax
losses would have reduced by €575 million. Conversely, if the
forecast profit before tax for each operating company was reduced
by 2 percentage points over the forecast period, the amount of the
unrecognised tax losses would increase by €12 million.
d Impairment of non-financial
assets
At 31 December
2023 the Group recognised €2,428
million (2022: €2,423 million) in respect of intangible assets with an
indefinite life, including goodwill. Further information on these
assets is included in note 17.
Goodwill and intangible assets
with indefinite economic lives are tested, as part of the
cash-generating units to which they relate, for impairment annually
and at other times when such indicators exist. The recoverable
amounts of cash-generating units have been determined based on
value-in-use calculations, which use a weighted average
multi-scenario discounted cash flow model, which are then compared
to the carrying amount of the associated cash-generating
unit.
In determining the carrying value
of each cash generating unit (CGU), the
Group allocates all associated operating tangible and intangible
assets, including ROU assets. In addition, the Group has allocated
certain liabilities to the carrying value of each CGU where those
liabilities are critical to the underlying operations of the
cash-generating unit and in the event of a disposal of the
cash-generating unit would be required to be transferred to the
purchaser. Such liabilities include lease liabilities.
The Group has applied judgement in
the weighting of each scenario in the discounted cash flow model
and these calculations require the use of estimates in the
determination of key assumptions and sensitivities as disclosed in
notes 4 and 17.
The Group assesses whether there
are any indicators of impairment for all non-financial assets at
each reporting date. When such indicators are identified, then
non-financial assets are tested for impairment.
e Engineering and other aircraft
costs
At 31 December
2023 the Group recognised €2,529
million in respect of maintenance, restoration and handback
provisions, principally in respect of leased aircraft (2022: €2,400 million).
Information on movements on the provision is disclosed in note
27.
IFRS 16 does not address the
accounting for maintenance, restoration and handback provisions
that arise through the usage of the underlying asset and
accordingly, the Group has applied judgement in applying an
accounting policy with regard to the recognition and subsequent
measurement of such provisions for leased aircraft. The Group's
accounting policy for provisions that arise through usage or
through the passage of time, is to recognise the associated
estimated costs in the Income statement as the underlying asset is
used or through the passage of time. The approach applied by the
Group is consistent with the majority of major airlines that
prepare their financial statements under IFRS. Were the Group to
apply an alternative accounting policy, the financial impact would
be materially different at the reporting date. An alternative
accounting policy that the Group could have applied was the
components approach, where the Group would capitalise the estimated
costs of major maintenance events and depreciating them until the
subsequent maintenance event (or to the end of lease term) and
providing over the lease term for any expected cash compensation
for maintenance obligations at the end of the lease. The Group
considers that the current accounting policy for maintenance,
restoration and handback activities reflects the obligations under
its lease arrangements.
The Group has a number of
contracts with service providers to replace or repair engine parts
and for other maintenance checks. These agreements are complex and
generally cover a number of years. Provisions for maintenance,
restoration and handback are made based on the best estimate of the
likely committed cash outflow. In determining this best estimate,
the Group applies significant judgement as to the level of forecast
costs expected to be incurred when the major maintenance event
occurs. Other assumptions not considered to be significant include
aircraft utilisation, expected maintenance intervals and the
aircraft's condition. The associated forecast costs are discounted
to their present value. While the Group considers that there are no
reasonably possible change to any of the individual assumptions
that would have a material impact on the provisions, a combination
of changes in several assumptions may. The Group considers that a
reasonably possible change in the inflation rate and discount rate
assumptions of a 100 basis points increase would give rise to an
increase of €53 million (2022: €51 million) and a decrease of €59
million (2022: €68 million), respectively, when applied in
isolation to one another.
Judgements
a Determining the lease term of
contracts with renewal and termination options
The Group determines the lease
term as the non-cancellable term of the lease, together with any
periods covered by an option to extend the lease if it is
reasonably certain to be exercised, or any periods covered by an
option to terminate the lease, if it is reasonably certain not to
be exercised. The Group applies judgement in evaluating whether it
is reasonably certain whether or not to exercise the option to
renew or terminate the lease. Such judgement includes consideration
of fleet plans which underpin approved business plans and
historical experience regarding the extension of leases. After the
commencement date, the Group re-assesses the lease term if there is
a significant event or change in circumstances that affects the
Group's ability to exercise or not to exercise the option to renew
or to terminate. Further information is given in note 14.
b Determining whether the Group
has significant influence over Air Europa Holdings
The Group applies judgement in the
determination as to whether it has the power with which to
participate in the decision-making of, and as a result significant
influence over, Air Europa Holdings, S.L. (Air Europa Holdings).
Such judgement includes the consideration as to the ability of the
Group to: have representation on the board of Air Europa Holdings;
participate in the policy-making processes, including participation
in decisions regarding dividends and other distributions; the
existence of material transactions between Air Europa Holdings and
the Group; and enable the interchange of
management personnel and provide essential technical
information.
In forming its judgement, the
Group notes that: it does not have the ability to have
representation on the board of Air Europa Holdings; it does not
have the ability to participate in the policy-making processes; has
not entered into material transactions outside of the normal course
of business, with those transactions arising in the normal course
of business being immaterial in nature; it does not have the
ability to enable the interchange of management
personnel; and it does not have the ability to
provide essential technical information. The Group has
therefore concluded that it does not have significant influence
over Air Europa Holdings.
Accordingly, the Group accounts
for its shareholding in Air Europa Holdings as an Other equity
investment and measures it at fair value through Other
comprehensive income. Had the Group concluded that it does have
significant influence over Air Europa Holdings, then the
shareholding would have been classified as an associate, measured
at cost on inception and subsequently measured using the equity
method.
At 31 December
2023, the fair value of its shareholding in Air Europa
Holdings was €129 million. Further
information is given in note 19.
c Determining whether the HMRC
enquiries into the IAG Loyalty VAT accounting gives rise to a
provision or a contingent liability
The Group applies judgement in the
determination as to whether it considers the outcome of the
enquiries between IAG Loyalty and His Majesty's Revenue and Customs
(HMRC), in the UK, on the IAG Loyalty VAT
accounting, is more probable than
not to result in an adverse outcome to the Group, and accordingly
whether to record the matter as a provision or as a contingent
liability.
In forming its judgement, the
Group, with its legal and tax advisors, have reviewed the emerging
view issued by HMRC, as well has having considered the historic tax
ruling issued by HMRC to the Group on this matter. As a result, the
Group does not consider it probable that an adverse outcome will
eventuate and accordingly no provision has been recorded at 31
December 2023 and the matter has been disclosed as a contingent
liability.
Had the Group, with its legal and
tax advisors, considered that it was more probable than not that an
adverse outcome would eventuate, then the Group would have
recognised a provision for the best estimate of the potential
outflow of economic benefit to the Group, with a corresponding
charge recorded within the Income statement. Further information is
given in note 10g.
New standards, amendments and
interpretations
The following amendments and
interpretations apply for the first time in 2023, but do not have a material impact on the
consolidated financial statements of the Group:
• IFRS 17 Insurance
contracts - effective for periods beginning on or after 1 January
2023;
• definition of accounting
estimate - amendments to IAS 8 effective for periods beginning on
or after 1 January 2023;
• disclosure of accounting
policies - amendments to IAS 1 and IFRS Practice statement 2
effective for periods beginning on or after 1 January 2023;
• deferred tax related to
assets and liabilities arising from a single transaction -
amendments to IAS 12 effective for periods beginning on or after 1
January 2023; and
• international tax reform:
Pillar Two model reforms - amendments to IAS 12 effective for
periods beginning on or after 1 January 2023.
The IASB and IFRIC have issued the
following standards, amendments and interpretations with an
effective date after the year end of these financial statements
which management believe could impact the Group in future periods.
The Group has assessed the impact of these standards, amendments
and interpretations and it is not expected that these will have a
material effect on the reported income or net assets of the Group
unless otherwise stated. The Group plans to adopt the following
standards, interpretations and amendments on the date they become
mandatory:
• disclosures: Supplier
Finance Arrangements - amendments to IAS 7 and IFRS 7 effective for
periods beginning on or after 1 January 2024;
• lease liability in a sale
and leaseback - amendments to IFRS 16 effective for periods
beginning on or after 1 January 2024; and
• on 31 October 2022, the
IASB issued the amendments to IAS 1 - classification of liabilities
as current or non-current (the 'Amendments'), effective for periods
beginning on or after 1 January 2024. The Amendments will require
the €825 million convertible bond that matures in 2028, which as at
31 December 2023, had a carrying value of
€735 million, to be reclassified from a
non-current liability to a current liability with the comparative
presentation as at 31 December 2022 also
reclassified. The Amendments require that where the conversion
feature of a convertible instrument does not meet the recognition
criteria for separate presentation within equity and where the
associated bond holders have the irrevocable right to exercise the
conversion feature within 12 months of the balance sheet date, that
such convertible instruments be presented as current. Other than
this reclassification, the Amendments will not have a material
effect on the reported results or net assets of the
Group.
3 Significant changes and
transactions in the current reporting period
The financial performance
and position of the Group was affected by
the following significant events and transactions in the year to
31 December 2023 as detailed
below:
• on 23 February 2023, the
Group entered into an agreement to acquire the remaining
80 per cent of the share capital of Air
Europa Holdings that it had not previously owned. On successful
completion of the transaction, 54,064,575 ordinary shares of the
Company (which represented €100 million at the date of the
agreement) will be transferred to and €100 million in cash will be
paid to Globalia, with a further €100 million paid on both the
first and second anniversary of completion.
In addition, the Group has agreed
to pay a break-fee to Globalia of €50 million should: (i) the
relevant approvals, detailed below, not be forthcoming within 24
months of entering into the agreement; or (ii) the Group terminates
the agreement at any time prior to completion. Under the agreement,
this 24-month period can be extended, by mutual consent. The
acquisition is conditional on Globalia receiving approval from the
syndicated banks that provide the loan agreements that are
partially guaranteed by the Instituto de Crédito Oficial (ICO) and
Sociedad Estatal de
Participaciones Industriales (SEPI) in Spain. The
acquisition is also subject to approval by relevant competition
authorities. Until the completion of these approvals, the
acquisition does not meet the recognition criteria under IFRS 3
Business combinations, and no accounting has been made for the
transaction in these consolidated financial statements;
• on 4
March 2023, Aer Lingus repaid in full the €50 million of the
financial arrangement with the Ireland Strategic Investment Fund
(ISIF). At 31 December 2023, €350 million of undrawn facilities
remain available for draw down;
• in May 2023, the Group
announced its intention to carry out a share purchase programme in
order to acquire approximately 50 per cent of the aforementioned
ordinary shares required as part of the acquisition of Air Europa
Holdings. The programme completed during the year to 31 December
2023, with the Group having purchased 27 million treasury shares
amounting to €49 million;
• on 30 June 2023, the Group
converted 10 Airbus A320neo options into firm orders. The aircraft
will be delivered in 2028 and will be used by any of the Group's
airlines to replace A320ceo family aircraft;
• on 4 July 2023, the Group
redeemed upon maturity the senior unsecured €500 million fixed
rate bond;
• on
27 July 2023, the Group announced that it had converted six
Boeing 787-10 options held by British Airways into firm orders and
at the same time is adding a further six 787-10 options to its
long-haul order book. The Group also converted one Airbus A350-900
option held by Iberia into a firm order. These aircraft will be
delivered in 2025 and 2026 and will be used by British Airways and
Iberia to restore capacity in the airlines' long-haul
fleets;
• on
23 August 2023, the Group extended the terms of
$1.655 billion of the $1.755 billion Revolving Credit
Facility available to British Airways, Iberia and Aer Lingus by an
additional 12 months through to March 2026 with the remaining $100
million available through to March 2025. At 31 December 2023, the
Revolving Credit Facility remains undrawn;
• on 28 September 2023,
British Airways repaid its syndicated loan of £2.0 billion
(€2.3 billion), which was partially guaranteed by the UK Export
Finance (UKEF). At the same time, British Airways entered into a
new five-year Export Development Guarantee Facility of
£1.0 billion (€1.2 billion), with commitments from a syndicate
of banks, partially guaranteed by the UKEF, and available through
to September 2028. The new facility is in addition to the
£1.0 billion Export Development Guarantee Facility, which was
entered into in 2021 and which is available through to November
2026. Both facilities were undrawn at 31 December 2023;
• on 31 October 2023 Iberia
repaid the remaining outstanding €644 million of the
€750 million floating rate syndicated financing agreement,
partially guaranteed by the Instituto de Crédito Oficial (ICO) in
Spain;
• on 15 November 2023,
Iberia early repaid other loans and borrowings of €42 million;
and
• on 30 November 2023,
Vueling repaid the remaining outstanding €223 million of the €260
million floating rate syndicated financing
agreement, partially guaranteed by ICO.
4 Impact of climate change on
financial reporting
Significant transactions and
critical accounting estimates, assumptions and judgements in the
determination of the impact of climate change
As a result of climate change the
Group has designed and approved its Flightpath Net Zero climate
strategy, which commits the Group to net zero emissions by 2050.
While approved business plans currently have a duration of three
years, the Flightpath Net Zero climate strategy impacts both the
short-, medium- and long-term operations
of the Group.
The details regarding the inputs
and assumptions used in the determination of the Flightpath Net
Zero climate strategy include, but are not limited to, the
following that are within the control of the Group:
• the additional cost of the
Group's commitment to increasing the level of Sustainable Aviation
Fuels (SAF) to 10 per cent by 2030 and to 70 per cent by
2050;
• the cost of incurring an
increase in the level of carbon offsetting and carbon capture
schemes; and
• the impact of introducing
more fuel-efficient aircraft and being able to operate these more
efficiently.
In addition to these inputs and
measures within the control of management, Flightpath Net Zero
includes assumptions pertaining to consumers, governments and
regulators regarding the following:
• the impact on passenger
demand for air travel as a result of both passenger trends
regarding climate change and government policies;
• investment and policy
regarding the development of SAF production facilities;
• investment and
improvements in air traffic management; and
• the price of carbon
through the EU, Swiss and UK Emissions Trading Schemes (ETS) and
the UN Carbon Offsetting and Reduction Scheme for International
Aviation (CORSIA).
The level of uncertainty regarding
the impact of these factors increases over time. Accordingly, the
Group has applied critical estimation and judgement in the
evaluation of the impact of climate change regarding the
recognition and measurement of assets and liabilities within the
financial statements.
Critical accounting estimates,
assumptions and judgements - cash flow forecast
estimation
With the Flightpath Net Zero
climate strategy assessing the impact over a long-term horizon to
2050, the level of estimation uncertainty in the determination of
cash flow forecasts increases over time. For those assets and
liabilities, where their recoverability is dependent on long-term
cash flows, the following critical accounting estimates,
assumptions and judgements, to the extent they can be reliably
measured, have been applied:
a Long-term fleet plans and useful
economic lives
The Group's Flightpath Net Zero
climate strategy has been developed in conjunction with the
long-term fleet plans of each operating
company. This includes the annual assessment of useful lives
and the residual values of each aircraft type.
As a result of the impact of the
COVID-19 pandemic, the Group retired 72
aircraft, their associated engines and rotable inventories. These
retired aircraft were older generation aircraft, that were less
fuel-efficient, more carbon-intensive and more expensive to operate than
more modern models.
Subsequent to the retirement of
these aircraft, coupled with the future committed delivery of
178 fuel-efficient aircraft as detailed in
note 15, the Group considers the existing
fleet assets align with the long-term fleet plans to achieve its
Flightpath Net Zero climate strategy. All aircraft in the fleet,
and those due to be delivered in the future, have the capability to
utilise SAF in their operations without impediment. Accordingly, no
impairment has arisen in the current or prior year, nor have the
useful lives and residual values of aircraft been amended, as a
result of the Group's decarbonisation plans.
b Impairment testing of the
Group's cash generating units
The Group applies discounted cash
flow models, for each cash generating unit, derived from the cash
flow forecasts from the approved three-year business plans. The
Group's Flightpath Net Zero climate strategy is long term in nature
and includes commitments that will occur at differing points over
this time horizon. To the extent that certain of those commitments
occur over the short term, then they have been incorporated into
the three-year business plans.
The Group adjusts the final year
(being the third year) of these probability-weighted cash flows to incorporate the
impacts of climate change from the Group's Flightpath Net Zero
climate strategy that are expected to occur over the medium term, being to 2030. These adjustments are
limited to those that: (i) the Group can reliably estimate at the
reporting date, with those costs subsequent to 2030 having such a
high degree of uncertainty that they cannot be reliably estimated;
(ii) only relate to the Group's existing asset base in its current
condition; and (iii) incorporate legislation and regulation that is
expected to be required to achieve the Group's Flightpath Net Zero
climate strategy, and which is sufficiently progressed at the
reporting date.
As a result, the Group's
impairment modelling incorporates the following aspects of the
Group's Flightpath Net Zero climate strategy through to 2030, after
which time the level of uncertainty regarding timing and costing
becomes insufficiently reliable to estimate: (i) an increase in the
level of SAF consumption to 10 per cent of the overall fuel mix;
(ii) forecast cost of carbon, including SAF, ETS allowances and
CORSIA allowances (all derived from externally sourced or derived
information); (iii) the removal of existing free ETS allowances
issued by the EU member states, Switzerland and the UK; (iv)
forecast kerosene taxes applied to jet fuel for all intra EU flight
activity; and (v) assumptions regarding the ability of the Group to
recover these incremental costs through increased ticket
pricing.
In preparing the impairment
models, the Group cash flow projections are prepared on the basis
of using the current fleet in its current condition. The Group
excludes the estimated cash flows expected to arise from future
restructuring unless already committed and assets not currently in
use by the Group. In addition, for the avoidance of doubt, the
Group's impairment modelling excludes the following aspects of the
Group's Flightpath Net Zero climate strategy: (i) the expected
transition to electric and hydrogen aircraft, as well as future
technological developments to jet engines and airframes; (ii) any
savings from the transition to more fuel-efficient aircraft other than those either in the
Group's fleet or those committed orders due to be delivered over
the business plan period; (iii) the benefit of the development of
carbon capture technologies and enhanced carbon offsetting
mechanisms; (iv) the required beneficial reforms to air traffic
management regulation and legislation; and (v) the required
government incentives and/or support across the supply
chain.
As detailed in note 17, the Group applies a long-term growth rate to these
adjusted probability weighted cash flows, per CGU, and each of the long-term growth rates include a specific
adjustment to reduce the rate to reflect the Group's assumptions
regarding the reduced demand and elasticity impact arising from
climate change. These impacts are derived with reference to
external market data, industry publications and internal
analysis.
Given the inherent uncertainty
associated with the impact of climate change, the Group has applied
additional sensitivities in note 17 to
reflect a more adverse impact of climate change than currently
expected. This has been captured through both the downward
sensitivities of the long-term growth rates, ASKs
and operating margins and the increased fuel price
sensitivity.
c Valuation of employee benefit
scheme assets
The Group's employee benefit
schemes are principally represented by the British Airways APS and
NAPS schemes in the UK. The schemes are structured to make
post-employment payments to members over the long term, with the
Trustee having established both return-seeking assets and
liability-matching assets that mature over the long term to align
with the forecast benefit payments.
The assets of these schemes are
invested predominantly in a diversified range of equities, bonds
and property. The valuation of these assets ranges from those with
quoted prices in active markets, where prices are readily and
regularly available, through to those where the valuations are not
based on observable market data, often requiring complex valuation
models. The trustees of the schemes have
integrated climate change considerations into their long-term
decision-making and reporting processes across all classes of
assets, actively engaging with all fund and portfolio managers to
ensure that where unobservable inputs are required into valuation
models, that such valuation models incorporate long-term
expectations regarding the impact of climate change.
d Recoverability of deferred tax
assets
In determining the recoverable
amounts of the Group's deferred tax assets, the Group applies the
future cash flow projections for a period of up to ten years
derived from the approved three-year business plans. The Group
applies a medium-term growth rate subsequent to the three-year
business plans, specific to each operating company. In considering
the impact of the Group's Flightpath Net Zero climate strategy,
management adjusts this medium-term growth rate, where applicable,
to incorporate the assumed impacts on both revenue and costs to the
Group.
e The price of carbon through the
EU, Swiss and UK Emissions Trading Schemes
The EU, Swiss and the UK's ETS
were established to reduce greenhouse gas emissions cost
effectively. Under these schemes, companies,
including the Group's companies, are required to buy emission
allowances, or are issued them under existing quotas. The
Group is required to surrender these allowances to the relevant
authorities annually dependent on the level of CO2
equivalent emitted within a 12-month period. Over time, the level
of available emission allowances decreases in order to reduce total
emissions, which has the effect of increasing the price of such
allowances. The Group expects that the future price of such
allowances will continue to increase and that the free allocation
of emission allowances will cease. Given the relative illiquid
nature of the emission allowance market there is uncertainty as to
the future pricing of such allowances.
As detailed in note 2, the Group accounts for the purchase of allowances
as an addition to Intangible assets, which are measured at
amortised cost. In addition, as the Group emits CO2
equivalent as part of its flight operations, a provision is
recorded to settle the obligation. As the provision is recognised,
a corresponding amount is recorded in the Income statement within
Fuel, oil costs and emission charges. For emissions for which the
Group has already purchased allowances, the provision is valued at
the weighted cost of those allowances. Where the level of emissions
exceeds the amounts of allowances held, this deficit is measured at
the market price of such allowances at the reporting
date.
For the year to, and as at,
31 December 2023, the Group has recorded
the following within the financial statements:
• additions to the ETS
allowance provision and accordingly an expense within Fuel, oil
costs and emission charges, of €238
million (see note 27);
• purchases of ETS
allowances recorded as additions to intangible assets of
€264 million (see note 17);
• total ETS allowances at
the reporting date recorded within intangible assets of
€577 million (see note 17); and
• commitments for forward
purchase agreements for ETS allowances of €216 million (see note 15).
At 31 December
2023, the Group has acquired and committed to acquire at
fixed prices, the following percentages of its total emissions
allowances forecast to be purchased over the business plan period
to 31 December 2026:
Percentage of forecast emission
allowances required
|
|
Within 12 months
|
100 %
|
1-2 years
|
62
%
|
2-3 years
|
24
%
|
5 Segment information
a Business segments
The chief operating decision-maker
is responsible for allocating resources and assessing performance
of the operating segments, and has been identified as the IAG
Management Committee (IAG MC).
The Group has a number of entities
which are managed as individual operating companies including
airline, loyalty and platform functions. Each operating company operates its network operations as a
single business unit and the IAG MC assesses performance based on
measures including operating profit, and makes resource allocation
decisions for the operating companies based on profitability,
primarily by reference to the passenger markets in which the
companies operate. The objective in making resource allocation
decisions is to optimise consolidated financial results.
The Group has determined its
operating segments based on the way that it treats its businesses
and the manner in which resource allocation decisions are made.
British Airways, Iberia, Vueling, Aer Lingus and IAG Loyalty have
been identified for financial reporting purposes as reportable
operating segments. LEVEL is also an operating segment but does not
exceed the quantitative thresholds to be reportable and management
has concluded that there are currently no other reasons why LEVEL
should be separately disclosed.
There are varying levels of
transactions between operating segments, which principally relate
to the provision of maintenance services from the Iberia operating
segment to the other operating segments, the provision of flight
services by the airlines to the IAG Loyalty segment and the
provision of loyalty services from IAG Loyalty to the airline
operating segments.
The platform functions of the
business primarily support the airline and loyalty operations.
These activities are not considered to be reportable operating
segments as they either earn revenues incidental to the activities
of the Group and resource allocation decisions are made based on
the passenger business or are not reviewed regularly by the IAG MC
and are included within Other Group companies.
For the year to 31 December 2023
|
2023
|
€ million
|
British
Airways
|
Iberia
|
Vueling
|
Aer
Lingus
|
IAG
Loyalty
|
Other
Group companies1
|
Total
|
Revenue
|
|
|
|
|
|
|
|
Passenger revenue
|
14,204
|
5,215
|
3,180
|
2,194
|
679
|
338
|
25,810
|
Cargo revenue
|
862
|
233
|
-
|
55
|
-
|
6
|
1,156
|
Other revenue
|
962
|
986
|
17
|
10
|
512
|
-
|
2,487
|
External revenue
|
16,028
|
6,434
|
3,197
|
2,259
|
1,191
|
344
|
29,453
|
Inter-segment revenue
|
431
|
524
|
1
|
15
|
294
|
392
|
1,657
|
Segment revenue
|
16,459
|
6,958
|
3,198
|
2,274
|
1,485
|
736
|
31,110
|
|
|
|
|
|
|
|
|
Depreciation and amortisation
charge
|
(1,168)
|
(409)
|
(259)
|
(150)
|
(11)
|
(66)
|
(2,063)
|
|
|
|
|
|
|
|
|
Operating profit/(loss)
|
1,650
|
940
|
396
|
225
|
321
|
(25)
|
3,507
|
|
|
|
|
|
|
|
|
Net non-operating costs
|
|
|
|
|
|
|
(451)
|
Profit before tax
|
|
|
|
|
|
|
3,056
|
Total assets
|
22,255
|
9,454
|
3,049
|
1,999
|
3,786
|
(2,863)
|
37,680
|
Total liabilities
|
(19,295)
|
(8,390)
|
(3,461)
|
(1,856)
|
(3,115)
|
1,715
|
(34,402)
|
1 Includes
eliminations on total assets of €16,268 million and total
liabilities of €5,417 million.
For the year to 31 December
2022
|
2022
|
€ million
|
British
Airways
|
Iberia
|
Vueling
|
Aer
Lingus
|
IAG
Loyalty
|
Other
Group companies2
|
Total
|
Revenue
|
|
|
|
|
|
|
|
Passenger revenue
|
10,523
|
4,002
|
2,584
|
1,665
|
451
|
233
|
19,458
|
Cargo revenue
|
1,239
|
284
|
-
|
80
|
-
|
12
|
1,615
|
Other revenue
|
848
|
799
|
14
|
10
|
322
|
-
|
1,993
|
External revenue
|
12,610
|
5,085
|
2,598
|
1,755
|
773
|
245
|
23,066
|
Inter-segment revenue
|
311
|
426
|
-
|
14
|
228
|
378
|
1,357
|
Segment revenue
|
12,921
|
5,511
|
2,598
|
1,769
|
1,001
|
623
|
24,423
|
|
|
|
|
|
|
|
|
Depreciation and amortisation
charge
|
(1,272)
|
(371)
|
(222)
|
(146)
|
(8)
|
(59)
|
(2,078)
|
Impairment reversal
|
-
|
-
|
8
|
-
|
-
|
-
|
8
|
|
|
|
|
|
|
|
|
Operating
profit/(loss)1
|
366
|
389
|
195
|
57
|
282
|
(11)
|
1,278
|
|
|
|
|
|
|
|
|
Exceptional
items3
|
23
|
-
|
8
|
-
|
-
|
-
|
31
|
|
|
|
|
|
|
|
|
Operating profit/(loss) before
exceptional items
|
343
|
389
|
187
|
57
|
282
|
(11)
|
1,247
|
|
|
|
|
|
|
|
|
Net non-operating
costs1
|
|
|
|
|
|
|
(863)
|
Profit before tax
|
|
|
|
|
|
|
415
|
Total assets
|
23,788
|
9,200
|
3,177
|
1,946
|
3,303
|
(2,111)
|
39,303
|
Total liabilities
|
(20,975)
|
(9,005)
|
(3,774)
|
(1,942)
|
(2,914)
|
1,329
|
(37,281)
|
1 Segment information for 2022
has been restated for the reclassification to conform with the
current year presentation for the Net gain on
sale of property, plant and equipment. Further information
is given in note 2.
2 Includes eliminations on
total assets of €16,159 million and total
liabilities of €5,755 million.
3 For details on exceptional
items refer to the Alternative performance
measures section.
b Other revenue
|
Year to
31 December
|
€ million
|
2023
|
20221
|
Holiday and hotel
services
|
938
|
805
|
Maintenance and overhaul
services
|
683
|
528
|
Brand and marketing
|
347
|
267
|
Ground handling
services
|
195
|
193
|
Other
|
324
|
200
|
|
2,487
|
1,993
|
1 For the year to
31 December 2023, the Group has elected to
provide a disaggregated breakdown of the Income statement caption
'Other revenue' and has accordingly provided figures for the
comparative year to 31 December
2022.
c Geographical analysis
Revenue by area of original
sale
|
Year to
31 December
|
€ million
|
2023
|
2022
|
UK
|
10,177
|
7,923
|
Spain
|
5,234
|
4,313
|
USA
|
5,069
|
3,735
|
Rest of world
|
8,973
|
7,095
|
|
29,453
|
23,066
|
Assets by area
31 December 2023
€ million
|
Property, plant and equipment
|
Intangible
assets
|
UK
|
12,764
|
1,685
|
Spain
|
5,644
|
1,569
|
USA
|
100
|
18
|
Rest of world
|
1,268
|
637
|
|
19,776
|
3,909
|
31 December 2022
€ million
|
Property, plant and equipment
|
Intangible
assets
|
UK
|
12,026
|
1,490
|
Spain
|
5,082
|
1,462
|
USA
|
47
|
9
|
Rest of world
|
1,191
|
595
|
|
18,346
|
3,556
|
6 Operating expenses
a Expenses by nature - Operating
result is arrived at after charging
Depreciation, amortisation and
impairment of non-current assets:
€ million
|
2023
|
2022
|
Depreciation charge on right of
use assets
|
1,077
|
1,092
|
Depreciation charge on owned
assets
|
768
|
748
|
Gain arising on de-designation of
foreign exchange hedges recorded in
Depreciation1
|
-
|
(29)
|
Amortisation and impairment of
intangible assets
|
193
|
218
|
Impairment reversal on right of
use assets
|
-
|
(8)
|
Depreciation charge on other
leasehold assets
|
25
|
49
|
|
2,063
|
2,070
|
1 Included in the
depreciation charge for 2022, not included within note 13 is a credit of €29 million relating to the
de-designation of hedge accounting that had been applied to
mitigate the foreign currency exposure on aircraft
purchases.
Cost of inventories:
€ million
|
2023
|
2022
|
Cost of inventories recognised as
an expense
|
1,165
|
749
|
|
1,165
|
749
|
b Property, IT and other
costs
€ million
|
2023
|
20221
|
IT costs
|
365
|
340
|
Property costs
|
296
|
293
|
Insurance costs, professional fees
and other costs
|
397
|
317
|
|
1,058
|
950
|
1 For the year to
31 December 2023, the Group has elected to
provide a disaggregated breakdown of the Income statement caption
'Property, IT and other costs' and has accordingly provided figures
for the comparative year to 31 December
2022.
7 Auditor's
remuneration
The fees for the years to
31 December 2023 and 31
December 2022, for audit and non-audit services provided by
the auditor of the Group's consolidated financial statements and of
certain individual financial statements of the consolidated
companies, KPMG Auditores S.L., and by companies belonging to
KPMG's network, were as follows:
€'000
|
2023
|
2022
|
Fees payable for the audit of the
Group and individual accounts
|
6,929
|
6,378
|
Fees payable for other
services:
|
|
|
Audit of the Group's subsidiaries
pursuant to legislation
|
1,284
|
985
|
Other services pursuant to
legislation
|
218
|
195
|
Other audit and assurance
services
|
1,589
|
1,644
|
Services relating to working
capital review
|
-
|
1,022
|
|
10,020
|
10,224
|
Fees payable to the Group's
auditor for the audit of the Group's pension scheme during the year
total €251 thousand (2022: €236
thousand).
8 Employee costs and
numbers
€ million
|
2023
|
2022
|
Wages and salaries
|
3,711
|
3,207
|
Social security costs
|
604
|
519
|
Costs related to pension scheme
benefits
|
297
|
272
|
Share-based payment
charge
|
52
|
39
|
Other employee
costs1
|
759
|
610
|
Total employee costs
|
5,423
|
4,647
|
1 Other employee costs
include allowances and accommodation for crew.
The number of employees during the
year and at 31 December was as follows:
|
2023
|
2022
|
|
|
31
December 2023
|
|
31
December 2022
|
|
Average
number of employees
|
Number
of employees2
|
Percentage
of
women
|
Average
number of employees1
|
Number
of employees2
|
Percentage
of
women
|
In the air:
|
|
|
|
|
|
|
Cabin crew
|
23,473
|
24,004
|
70
%
|
19,801
|
22,278
|
70
%
|
Pilots
|
8,085
|
8,223
|
7
%
|
7,340
|
7,864
|
7
%
|
On the ground:
|
|
|
|
|
|
|
Airports
|
16,395
|
16,784
|
37
%
|
13,798
|
15,087
|
38
%
|
Corporate
|
14,774
|
15,586
|
48
%
|
11,741
|
13,819
|
49
%
|
Maintenance
|
6,813
|
6,972
|
8
%
|
6,908
|
6,775
|
8
%
|
Senior leaders
|
222
|
225
|
36
%
|
212
|
221
|
34
%
|
|
69,762
|
71,794
|
44
%
|
59,800
|
66,044
|
44
%
|
1 In 2022,
the average number of employees excludes those employees who were
on furlough, wage support and equivalent schemes, including the
Temporary Redundancy Plan arrangements in Spain; the total average
number of employees including these schemes was
61,192.
2 The number of employees is
based on actual headcount at 31 December.
9 Finance costs, income and other
non-operating credits
a Finance costs
€ million
|
2023
|
2022
|
Interest expense on:
|
|
|
Bank borrowings
|
(237)
|
(191)
|
Asset financed
liabilities
|
(170)
|
(107)
|
Lease liabilities
|
(508)
|
(464)
|
Bonds
|
(63)
|
(83)
|
Provisions unwinding of
discount
|
(103)
|
(43)
|
Other borrowings
|
(42)
|
(102)
|
Capitalised interest on progress
payments
|
28
|
11
|
Other finance costs
|
(18)
|
(38)
|
|
(1,113)
|
(1,017)
|
b Finance income
€ million
|
2023
|
2022
|
Interest on other interest-bearing
deposits, cash and cash equivalents
|
386
|
51
|
Other finance income
|
-
|
1
|
|
386
|
52
|
c Net change in fair value of
financial instruments
€ million
|
2023
|
2022
|
Net change in the fair value of
convertible bond (note 26b)
|
(11)
|
159
|
Net fair value losses on financial
assets at fair value through profit or loss
|
-
|
(35)
|
Net fair value losses on
de-recognition of financial assets and recognition of other equity
investment
|
-
|
(43)
|
|
(11)
|
81
|
d Net financing credit relating to
pensions
€ million
|
2023
|
2022
|
Net financing credit relating to
pensions
|
103
|
26
|
e Other non-operating
credits
€ million
|
2023
|
20221
|
Gain on sale of
investments
|
10
|
-
|
Credit/(charge) related to equity
investments (note 19)
|
3
|
(3)
|
Share of profits in investments
accounted for using the equity method (note 18)
|
6
|
5
|
Realised (losses)/gains on
derivatives not qualifying for hedge accounting
|
(23)
|
190
|
Unrealised gains/(losses) on
derivatives not qualifying for hedge accounting
|
13
|
(82)
|
Net change in the fair value
associated with fair value hedges (note 30)
|
(1)
|
-
|
|
8
|
110
|
1 The 2022 Other non-operating
credits include a reclassification to conform with the
current year presentation of the Income statement. See note
2 for further details.
10 Tax
a Tax (charges)/credits
Tax (charges)/credits recognised
in the Income statement, Other comprehensive income and directly in
equity:
|
2023
|
|
2022
|
€ million
|
Income
statement
|
Other
comprehensive income
|
Recognised directly in equity
|
Total
|
|
Income
statement
|
Other
comprehensive income
|
Recognised directly in equity
|
Total
|
Current tax
|
|
|
|
|
|
|
|
|
|
Movement in respect of prior
years
|
(1)
|
-
|
-
|
(1)
|
|
(6)
|
-
|
-
|
(6)
|
Movement in respect of current
year
|
(206)
|
8
|
-
|
(198)
|
|
(64)
|
3
|
-
|
(61)
|
Total current tax
|
(207)
|
8
|
-
|
(199)
|
|
(70)
|
3
|
-
|
(67)
|
|
|
|
|
|
|
|
|
|
|
Deferred tax
|
|
|
|
|
|
|
|
|
|
Movement in respect of prior
years
|
(10)
|
(2)
|
12
|
-
|
|
(36)
|
(2)
|
-
|
(38)
|
Movement in respect of current
year
|
(171)
|
106
|
(17)
|
(82)
|
|
105
|
(60)
|
5
|
50
|
Rate change/rate
differences
|
(13)
|
3
|
-
|
(10)
|
|
17
|
(10)
|
-
|
7
|
Total deferred tax
|
(194)
|
107
|
(5)
|
(92)
|
|
86
|
(72)
|
5
|
19
|
|
|
|
|
|
|
|
|
|
|
Total tax
|
(401)
|
115
|
(5)
|
(291)
|
|
16
|
(69)
|
5
|
(48)
|
The current tax credit in Other comprehensive income relates to
movements relating to employee benefit plans of €8 million (2022:
€1 million) and to the fair value
movements on the IAG €825 million
convertible bond maturing in 2028 of €nil
(2022: €2 million).
Tax recognised
directly in equity of a €5 million charge (2022: €5 million credit)
relates to cash flow hedges.
Within tax in Other comprehensive
income is a tax credit of €114 million (2022: tax credit of €8 million) that may be
reclassified to the Income statement and a tax credit of €1 million
(2022: tax charge of €77 million) that will not.
b Current tax asset
€ million
|
2023
|
2022
|
Balance at 1 January
|
64
|
(5)
|
Income statement
|
(207)
|
(70)
|
Other comprehensive
income
|
8
|
3
|
Cash
|
291
|
134
|
Exchange movements and
other
|
1
|
2
|
Balance at 31 December
|
157
|
64
|
|
|
|
Current tax asset
|
159
|
72
|
Current tax liability
|
(2)
|
(8)
|
Balance at 31 December
|
157
|
64
|
c Deferred tax
(liability)/asset
€ million
|
Fixed
assets
|
Right of
use assets
|
Lease
liabilities
|
Employee
leaving indemnities and others
|
Employee
benefit plans
|
Fair
value gains/ losses1
|
Share-based payment schemes
|
Tax loss
carried forward and tax credits
|
Other
temporary differences
|
Total
|
Balance at 1 January
2023
|
(680)
|
(44)
|
9
|
197
|
54
|
(3)
|
17
|
1,636
|
96
|
1,282
|
Income statement
|
(325)
|
68
|
(2)
|
11
|
(1)
|
-
|
9
|
78
|
(32)
|
(194)
|
Other comprehensive
income
|
-
|
-
|
-
|
6
|
(8)
|
114
|
-
|
(3)
|
(2)
|
107
|
Recognised directly in
equity
|
-
|
-
|
-
|
-
|
-
|
(5)
|
-
|
-
|
-
|
(5)
|
Exchange movements and
other
|
(8)
|
-
|
-
|
-
|
-
|
15
|
-
|
10
|
(9)
|
8
|
Balance at 31 December
2023
|
(1,013)
|
24
|
7
|
214
|
45
|
121
|
26
|
1,721
|
53
|
1,198
|
|
|
|
|
|
|
|
|
|
|
|
Balance at 1 January
2022
|
(477)
|
(220)
|
19
|
196
|
62
|
57
|
11
|
1,573
|
61
|
1,282
|
Income statement
|
(194)
|
169
|
(9)
|
19
|
1
|
-
|
6
|
87
|
7
|
86
|
Other comprehensive
income
|
-
|
-
|
-
|
(17)
|
(12)
|
(46)
|
-
|
3
|
-
|
(72)
|
Recognised directly in
equity
|
-
|
-
|
-
|
-
|
-
|
5
|
-
|
-
|
-
|
5
|
Exchange movements and
other
|
(9)
|
7
|
(1)
|
(1)
|
3
|
(19)
|
-
|
(27)
|
28
|
(19)
|
Balance at 31 December
2022
|
(680)
|
(44)
|
9
|
197
|
54
|
(3)
|
17
|
1,636
|
96
|
1,282
|
1 Fair value gains/losses
include both the Cash flow hedge reserve and the Cost of hedging
reserve, of which the movement in relation to Other comprehensive
income recognised in the Cash flow hedge reserve for 2023 was €104 million (2022:
€68 million, see note 30d).
€ million
|
2023
|
2022
|
Deferred tax asset
|
1,202
|
1,282
|
Deferred tax liability
|
(4)
|
-
|
Balance at 31 December
|
1,198
|
1,282
|
The deferred tax assets mainly
arise in Spain and the UK and are expected to reverse in full
beyond one year. Recognition of the deferred tax assets is
supported by the expected reversal of deferred tax liabilities in
corresponding periods, and projections of operating performance
laid out in the management approved business plans.
d Reconciliation of the total tax
charge in the Income statement
The tax (charge)/credit is
calculated at the domestic rates applicable to profits/(losses) in
the country in which the profits/(losses) arise. The differences between the expected tax charge (2022:
charge) and the actual tax charge (2022: credit) on the profit for
the year to 31 December 2023 (2022: profit) are explained
below:
€ million
|
2023
|
2022
|
Accounting profit before
tax
|
3,056
|
415
|
|
|
|
Weighted average tax charge of the
Group1
|
(718)
|
(102)
|
Unrecognised losses and deductible
temporary differences arising in the year
|
11
|
(2)
|
Fair value movement on convertible
bond
|
30
|
-
|
Effect of tax rate
changes
|
(13)
|
17
|
Prior year tax assets
recognised
|
289
|
153
|
Effect of lower tax rate in the
Canary Islands
|
3
|
5
|
Movement in respect of prior
years
|
(11)
|
(42)
|
Employee benefit plans accounted
for net of withholding tax
|
22
|
3
|
Non-deductible expenses
|
(21)
|
(22)
|
Other items
|
7
|
6
|
Tax (charge)/credit in the Income
statement
|
(401)
|
16
|
1 The expected tax
charge is calculated by aggregating the
expected tax (charges)/credits arising in
each company in the Group and changes each year as tax rates and
profit mix change. The 2023 corporate tax
rates for the Group's main countries of operation are
Spain 25% (2022: 25%), the UK 23.5% (2022: 19%)
and Ireland 12.5% (2022: 12.5%).
e Payroll related taxes and UK Air
Passenger Duty
The Group was also subject to
other taxes paid during the year which are as follows:
€ million
|
2023
|
2022
|
Payroll related taxes
|
604
|
522
|
UK Air Passenger Duty
|
936
|
722
|
|
1,540
|
1,244
|
f Factors that may affect future
tax charges
Unrecognised deductible temporary
differences and losses
€ million
|
2023
|
2022
|
Income tax losses
|
|
|
Spanish corporate income tax
losses
|
569
|
1,596
|
Openskies SASU trading
losses
|
406
|
405
|
UK trading losses
|
-
|
72
|
Other trading losses
|
13
|
11
|
|
988
|
2,084
|
|
|
|
Other losses and temporary differences
|
|
|
Spanish deductible temporary
differences
|
238
|
481
|
UK capital losses
|
341
|
343
|
Irish capital losses
|
17
|
17
|
|
596
|
841
|
None of the unrecognised temporary
differences have an expiry date. Further information with regard to
the sensitivity of the recoverability of deferred tax assets is
given in note 2.
Revocation of Royal Decree-Law
3/2016 in Spain
On 18 January 2024, the
Tribunal Constitucional
(Constitutional Court) in Spain issued a ruling that the amendments
to corporate income tax introduced by Royal Decree Law 3/2016 were
unconstitutional. Further details are
given in note 38.
Unrecognised temporary differences
- investment in subsidiaries and associates
No deferred tax liability has been
recognised in respect of €1,910 million (2022: €823 million) of
temporary differences relating to subsidiaries and associates. The
Group either controls the reversal of these temporary differences
and it is probable that they will not reverse in the foreseeable
future or no tax consequences would arise from their reversal to a
material extent.
Tax rate changes
On 3 March 2021 the UK Chancellor
of the Exchequer announced that legislation would be introduced in
the Finance Bill 2021 to set the main rate of corporation tax at 25
per cent from April 2023. On 24 May 2021 the Finance Bill was
substantively enacted, which has led to the remeasurement of
deferred tax balances and will increase the Group's future current
tax charge accordingly. As a result of the remeasurement of
deferred tax balances in UK entities, a charge of €13 million
(2022: €17
million credit) is recorded in the Income
statement and a credit of €3 million (2022:
€10 million charge) is recorded in Other comprehensive
income.
Engagement with tax
authorities
The Group is subject to audit and
enquiry by tax authorities in the territories in which it operates,
and engages with those tax authorities in a cooperative
manner.
During the course of 2023, the
Directorate General of GST Intelligence (DGGI) in India has been
enquiring into the quantum and nature of any services provided by
the corporate head offices of a number of international airlines,
including British Airways, to their Indian branches. As at 31
December 2023 and through to the date of these financial
statements, the DGGI's enquiries are ongoing.
Pillar Two minimum effective tax
rate reform
In 2021 the OECD released the Two
Pillar solution to address the tax challenges arising from the
digitalisation of the economy. This reform to the international tax
system addresses the geographical allocation of profits for the
purposes of taxation, and is designed to ensure that multinational
enterprises will be subject to a minimum 15 per cent effective tax
rate.
On 15 December 2022, the Council
of the European Union formally adopted the EU Pillar Two
Directive. On 22 December 2022 the EU
Minimum Tax Directive was published.
On 11 July 2023, the UK enacted
Finance (No. 2) Act 2023 which introduced the Multinational Top-up
Tax and the Domestic Top-up Tax with effect for accounting periods
beginning on or after 31 December 2023. These taxes are the UK's
adoption of the income inclusion rule and domestic minimum top-up
tax rule referenced in the OECD's Pillar Two reform.
On 18 December 2023, Ireland
enacted Finance (No. 2) Act 2023 which, pursuant to the EU Minimum
Tax Directive, provided for the introduction of a new minimum
effective rate of tax for certain businesses. These rules provide
for a Qualified Domestic Top-Up Tax where an in-scope group's Irish
operations have an effective rate of tax of less than 15%. They
come into force for accounting periods beginning on or after 31
December 2023.
On 19 December 2023, Spain's
Council of Ministers approved a draft law to implement the EU
Minimum Tax Directive. This is to be subject to consultation, prior
to being sent to Parliament.
Under the legislation, the Group
is liable to pay a top-up tax for the difference between the
effective rate per jurisdiction and the 15 per cent minimum rate.
Such legislation applies prospectively for accounting periods
beginning on or after 31 December 2023.
For 2023, the predominant
jurisdiction in which the Group operates with an effective tax rate
of less than 15 per cent is Ireland through Aer Lingus. While the
impact of Pillar Two is not yet reasonably possible to estimate,
for indicative purposes, in 2023 Aer
Lingus recorded a current tax expense of €24
million relating to its Irish operations, representing an effective
tax rate of 13 per cent. Had the effective tax rate applied by Aer
Lingus to its Irish operations been 15 per cent, the current tax
expense would have increased by €4 million to €28 million, which
would not have had a significant impact on the overall Group
effective tax rate of 13 per cent.
On 23 May 2023, the IASB issued
the amendments to IAS 12 - international tax reform: Pillar Two
model reforms, effective for periods beginning on or after 1
January 2023. The amendments to IAS 12 provide temporary mandatory
relief from the recognition of deferred tax balances arising from
the implementation of the Pillar Two legislation. Accordingly, the
Group has developed an accounting policy with regard to the
recognition of deferred taxes arising from the Pillar Two model
rules, where no adjustments to deferred tax assets and liabilities
are recognised that arise from the introduction of the minimum 15
per cent effective tax rate.
g Tax-related contingent
liabilities
The Group has certain contingent
liabilities that could be reliably estimated, across all taxes, but
excluding the IAG Loyalty VAT matter detailed below, at
31 December 2023 amounting to €110 million (31 December 2022: €110 million). While
the Group does not consider it more likely than not that there will
be material losses on these matters, given the inherent uncertainty
associated with tax litigation and tax audits, there can be no
guarantee that material losses will not eventuate. As the Group
considers that its chances of success in each of these matters is
more probable than not, it is not appropriate to make a provision
for these amounts. Included in the tax-related contingent
liabilities are the following:
Merger gain
Following tax audits covering the
period 2011 to 2014, the Spanish Tax Authorities issued a corporate
income tax assessment to the Company regarding the merger in 2011
between British Airways and Iberia (the 'Merger'). The maximum
exposure in this case is €100 million
(31 December 2022: €98 million), being the amount in the tax assessment
with an estimate of the interest accrued on that assessment through
to 31 December 2023.
The Company appealed the
assessment to the Tribunal Económico-Administrativo Central or
'TEAC' (Central Administrative Tax Tribunal). On 23 October 2019,
the TEAC ruled in favour of the Spanish Tax Authorities. The
Company subsequently appealed this ruling to the Audiencia Nacional (National High
Court) on 20 December 2019, and on 24 July 2020 filed submissions
in support of its case. To assist it in its
deliberations as to whether a gain arose from the Merger, on 15
September 2023, the Audiencia
Nacional commissioned an independent accounting expert to
provide a report on the appropriate basis of accounting. As
at 31 December 2023 and through to the date of these financial
statements, the Audiencia
Nacional has not ruled on whether a gain arose from the
Merger. The Company does not expect a hearing at the Audiencia Nacional on this case until
mid to late 2024 at the earliest.
The Company disputes the technical
merits of the assessment and ruling of the TEAC. Based on legal
advice and an external accounting expert's opinion, the Company
believes that it has strong arguments to support its appeal. The
Company does not consider it appropriate to make a provision for
these amounts and accordingly has classified this matter as a
contingent liability.
Should the Company be unsuccessful
in its appeal to the Audiencia
Nacional, it would re-assess its position and the associated
accounting treatment accordingly.
Within the context of the
aforementioned tax audits, the Spanish tax authorities concluded on
the value of Iberia's business within the Merger. This valuation
was contested by the Company in a separate case, where no tax
liability is due. The Company believes there are technical merits
for a higher value, something that would indirectly reduce the
quantum of the merger gain assessed in the dispute described above.
On 18 January 2024, the Audiencia
Nacional served notice on its judgment issued on 13 December
2023, whereby it ruled in favour of the Spanish tax authorities.
The Company believes there are grounds to appeal
the judgement to the Supreme Court in Spain. If an appeal on
this matter was ultimately successful, it would reduce the exposure
of the merger gain described above.
IAG Loyalty VAT
At 31 December
2023, and through to the date of this report, His Majesty's
Revenue and Customs (HMRC) has issued protective notices of VAT
assessments for the 24 months ended March 2020 to Avios Group (AGL)
Limited, a controlled undertaking of the Group trading as IAG
Loyalty. At the date of this report none of these protective
notices of assessment are due for payment.
During the second quarter of 2023,
and while its enquiries are ongoing at the date of this report,
HMRC shared with the Group its emerging view on the appropriate VAT
accounting, which differs to the current approach by IAG Loyalty.
HMRC's emerging view asserts that the charges made by IAG Loyalty
are for participating/membership in the Avios scheme and the
associated charges and are subject to VAT. IAG Loyalty accounts for
VAT depending on the nature of the goods or services for which
Avios are redeemed, the vast majority of which are flights, and
zero-rated. IAG Loyalty's VAT accounting has and continues to be
based on a ruling issued by HMRC.
As at the date of this report,
this emerging view did not consider the validity of the rulings
HMRC has previously issued with regard to IAG Loyalty's VAT
accounting. Accordingly, and while having issued the protective
notices, HMRC has not confirmed whether it considers its emerging
view to be retroactive or only prospective in nature. The Group
expects further developments in this matter during 2024, which may
include HMRC issuing an update to its emerging view.
While the Group has continued to
engage with HMRC on the underlying facts, circumstances and
technical analysis of the matter, as at the date of this report
there remain a number of possible scenarios that could eventuate.
The Group has reviewed HMRC's emerging view with its legal and tax
advisors and considers it has strong arguments to support its VAT
accounting, including having received a ruling previously from HMRC
on the matter, and therefore does not consider it probable that an
adverse outcome will eventuate. Accordingly, the Group does not
consider it appropriate to record any provision for this case at
31 December 2023. The Group, in
conjunction with its advisors, considers the disclosure of a
potential range of exposures, associated with the aforementioned
possible scenarios that could eventuate, could prejudice seriously
the position of the Group in its ongoing engagement with
HMRC.
Should the Group and HMRC be
unable to reach agreement on the appropriate VAT accounting, then
the Group will have the ability to advance the case by initiating
legal proceedings. To enable the Group to advance to initiate legal
proceedings, it will need to pay, without admission of liability,
to HMRC the total amount of assessments issued at the relevant
time, which will be recoverable, in part or in full, should the
Group be successful in the case. Until HMRC further progresses its
enquiries, it is not possible to determine the payment required, if
any, but any potential payment may result in a material cash
outflow from the Group.
11 Earnings per share
€ million
|
2023
|
2022
|
Earnings attributable to equity
holders of the parent for basic earnings per share
|
2,655
|
431
|
Income statement impact of
convertible bonds
|
15
|
(104)
|
Diluted earnings attributable to
equity holders of the parent for diluted earnings per
share
|
2,670
|
327
|
|
2023
Number
'000
|
2022
Number
'000
|
Weighted average number of
ordinary shares in issue used for basic earnings per
share
|
4,932,631
|
4,958,420
|
Assumed conversion on convertible
bonds
|
244,851
|
299,557
|
Dilutive employee share schemes
outstanding
|
99,093
|
86,175
|
Weighted average number of
ordinary shares used for diluted earnings per share
|
5,276,575
|
5,344,152
|
€ cents
|
2023
|
2022
|
Basic earnings per
share
|
53.8
|
8.7
|
Diluted earnings per
share
|
50.6
|
6.1
|
The assumed conversion of the €825
million convertible bond 2028 and outstanding employee share
schemes have a dilutive impact on the earnings per share for the years to 31 December 2023 and 31 December
2022 due to the reported profit
after tax for the respective years.
For information relating to
Adjusted earnings per share refer to the
Alternative performance measures section.
12 Dividends
The Directors propose that no
dividend be paid for the year to 31 December
2023 (2022: €nil).
The future dividend capacity of
the Group is dependent on the liquidity requirements and the
distributable reserves of the Group's main operating companies and
their capacity to pay dividends to the Company, together with the
Company's distributable reserves and liquidity.
As at 31 December 2022, certain
debt obligations placed restrictions or conditions on the payment
of dividends from the Group's main operating companies to the
Company, including a loan to British Airways partially guaranteed
by the UKEF and loans to Iberia and Vueling partially guaranteed by
the Instituto de Crédito
Oficial (ICO) in Spain.
As at 31
December 2023, the Group had no restrictions on the payment
of dividends from the Group's main operating companies to the
Company, other than for British Airways, which has several undrawn
committed credit facilities for which the commitments available are
subject to certain conditions depending on the scale of any
dividend from British Airways to the Company.
In addition, British Airways
agreed with the Trustee of its main UK defined benefit pension
scheme (NAPS) as part of the triennial valuation as at 31 March
2021 that, subject to the scheme being in technical deficit, any
dividends paid to IAG from 1 January 2024 through to 31 December
2024, will trigger a pension contribution of 50 per cent of the
amount of the dividend. For the period of 1 January 2025 to 30
September 2025, any dividend in excess of 50 per cent of British
Airways' profit after tax will trigger a pension contribution of 50
per cent of the amount of the dividend in excess of the 50 per cent
of profit after tax. At 31 December 2023, NAPS was in technical
surplus, and any dividend that British Airways were to pay to IAG,
would not trigger a payment into NAPS unless NAPS were to move back
into technical deficit. Further details on the British Airways
dividend restrictions agreed with NAPS are given in note
34a.
13 Property, plant and
equipment
€ million
|
Fleet
|
Property
|
Equipment
|
Total
|
Cost
|
|
|
|
|
Balance at 1 January
2022
|
25,996
|
3,125
|
1,450
|
30,571
|
Additions
|
3,765
|
61
|
101
|
3,927
|
Modification of leases
|
241
|
129
|
-
|
370
|
Disposals
|
(1,700)
|
(406)
|
(120)
|
(2,226)
|
Reclassifications
|
(4)
|
-
|
-
|
(4)
|
Transfers to Non-current assets
held for sale (note 16)
|
(44)
|
-
|
-
|
(44)
|
Exchange movements
|
(552)
|
(73)
|
(31)
|
(656)
|
Balance at 31 December
2022
|
27,702
|
2,836
|
1,400
|
31,938
|
Additions
|
3,543
|
47
|
163
|
3,753
|
Modification of leases
|
224
|
204
|
1
|
429
|
Disposals
|
(1,360)
|
(35)
|
(40)
|
(1,435)
|
Reclassifications
|
(2)
|
(1)
|
(7)
|
(10)
|
Exchange movements
|
264
|
35
|
15
|
314
|
Balance at 31 December
2023
|
30,371
|
3,086
|
1,532
|
34,989
|
Depreciation and
impairment
|
|
|
|
|
Balance at 1 January
2022
|
10,880
|
1,473
|
1,057
|
13,410
|
Depreciation charge for the
year
|
1,642
|
168
|
79
|
1,889
|
Impairment reversal for the
year1
|
(8)
|
-
|
-
|
(8)
|
Disposals
|
(857)
|
(403)
|
(107)
|
(1,367)
|
Transfers to Non-current assets
held for sale (note 16)
|
(25)
|
-
|
-
|
(25)
|
Exchange movements
|
(247)
|
(32)
|
(28)
|
(307)
|
Balance at 31 December
2022
|
11,385
|
1,206
|
1,001
|
13,592
|
Depreciation charge for the
year
|
1,676
|
122
|
72
|
1,870
|
Disposals
|
(331)
|
(34)
|
(34)
|
(399)
|
Exchange movements
|
121
|
16
|
13
|
150
|
Balance at 31 December
2023
|
12,851
|
1,310
|
1,052
|
15,213
|
1 For details regarding the
2022 impairment reversal on fleet assets refer to the Alternative
performance measures section. For details regarding the operating
segment in which the 2022 impairment reversal arose, see note 5.
Net book values
|
|
|
|
|
31 December 2023
|
17,520
|
1,776
|
480
|
19,776
|
31 December 2022
|
16,317
|
1,630
|
399
|
18,346
|
€ million
|
Fleet
|
Property
|
Equipment
|
Total
|
Analysis at 31 December
2023
|
|
|
|
|
Owned
|
8,828
|
907
|
384
|
10,119
|
Right of use assets (note
14)
|
7,681
|
838
|
15
|
8,534
|
Progress payments
|
914
|
31
|
79
|
1,024
|
Assets not in current
use
|
97
|
-
|
2
|
99
|
Property, plant and
equipment
|
17,520
|
1,776
|
480
|
19,776
|
Analysis at 31 December
2022
|
|
|
|
|
Owned
|
7,242
|
833
|
338
|
8,413
|
Right of use assets (note
14)
|
7,993
|
684
|
20
|
8,697
|
Progress payments
|
1,071
|
113
|
40
|
1,224
|
Assets not in current
use
|
11
|
-
|
1
|
12
|
Property, plant and
equipment
|
16,317
|
1,630
|
399
|
18,346
|
The net book value of property
comprises:
€ million
|
2023
|
2022
|
Freehold
|
482
|
469
|
Right of use assets (note
14)
|
838
|
684
|
Long leasehold improvements with a
contractual life in excess of 50 years
|
308
|
301
|
Short leasehold improvements with
a contractual life of less than 50 years
|
148
|
176
|
Property
|
1,776
|
1,630
|
At 31 December
2023, bank and other loans of the Group are secured on owned
fleet assets with a net book value of €4,736 million
(2022: €3,931
million).
14 Leases
a Amounts recognised in the
Consolidated balance sheet
Property, plant and equipment
includes the following amounts relating to right of use
assets:
€ million
|
Fleet
|
Property
|
Equipment
|
Total
|
Cost
|
|
|
|
|
Balance at 1 January
2022
|
14,218
|
949
|
74
|
15,241
|
Additions
|
586
|
28
|
1
|
615
|
Modifications of leases
|
241
|
129
|
-
|
370
|
Disposals
|
(214)
|
(171)
|
(2)
|
(387)
|
Reclassifications1
|
(849)
|
-
|
(24)
|
(873)
|
Exchange movements
|
(232)
|
(24)
|
-
|
(256)
|
31 December 2022
|
13,750
|
911
|
49
|
14,710
|
Additions
|
853
|
17
|
-
|
870
|
Modification of leases
|
224
|
204
|
1
|
429
|
Disposals
|
(117)
|
(5)
|
(6)
|
(128)
|
Reclassifications1
|
(831)
|
-
|
(1)
|
(832)
|
Exchange movements
|
104
|
13
|
-
|
117
|
31 December 2023
|
13,983
|
1,140
|
43
|
15,166
|
Depreciation and
impairment
|
|
|
|
|
Balance at 1 January
2022
|
5,592
|
309
|
37
|
5,938
|
Depreciation charge for the
year
|
991
|
93
|
8
|
1,092
|
Impairment reversal for the
year2
|
(8)
|
-
|
-
|
(8)
|
Disposals
|
(191)
|
(170)
|
(1)
|
(362)
|
Reclassifications1
|
(528)
|
-
|
(14)
|
(542)
|
Exchange movements
|
(99)
|
(5)
|
(1)
|
(105)
|
31 December 2022
|
5,757
|
227
|
29
|
6,013
|
Depreciation charge for the
year
|
996
|
76
|
5
|
1,077
|
Disposals
|
(117)
|
(4)
|
(6)
|
(127)
|
Reclassifications1
|
(380)
|
-
|
-
|
(380)
|
Exchange movements
|
46
|
3
|
-
|
49
|
31 December 2023
|
6,302
|
302
|
28
|
6,632
|
|
|
|
|
|
Net book value
|
|
|
|
|
31 December 2023
|
7,681
|
838
|
15
|
8,534
|
31 December 2022
|
7,993
|
684
|
20
|
8,697
|
1 Amounts with a net book
value of €452 million (2022: €331 million) were
reclassified from ROU assets to owned
Property, plant and equipment at the cessation of the
respective leases. The assets reclassified relate to leases with
purchase options that were grandfathered as ROU assets upon
transition to IFRS 16, for which the Group had been depreciating
over the expected useful life of the aircraft, incorporating the
purchase option.
2 For details regarding the
2022 impairment reversal on fleet assets refer to the Alternative performance measures section.
Interest-bearing long-term
borrowings includes the following amount relating to lease
liabilities:
€ million
|
2023
|
2022
|
1 January
|
9,619
|
9,637
|
Additions
|
876
|
639
|
Modifications of leases
|
439
|
378
|
Repayments
|
(2,216)
|
(1,886)
|
Interest expense
|
508
|
464
|
Disposals
|
-
|
(28)
|
Exchange movements
|
(259)
|
415
|
31 December
|
8,967
|
9,619
|
|
|
|
Current
|
1,826
|
1,766
|
Non-current
|
7,141
|
7,853
|
b Amounts recognised in the Income
statement
€ million
|
2023
|
2022
|
Amounts not included in the measurement of lease
liabilities
|
|
|
Variable lease payments
|
1
|
2
|
Expenses relating to short-term
leases
|
24
|
39
|
Amounts expensed as a result of the recognition of ROU assets
and lease liabilities
|
|
|
Interest expense on lease
liabilities
|
508
|
464
|
(Gains)/losses arising from sale
and leaseback transactions
|
(7)
|
1
|
Depreciation charge for the
year
|
1,077
|
1,092
|
Impairment reversal for the
year
|
-
|
(8)
|
c Amounts recognised in the Cash
flow statement
See note 35 for details of the amounts recognised in the Cash
flow statement for the years to 31 December
2023 and 31 December
2022.
The Group is exposed to future
cash outflows (on an undiscounted basis) at 31
December 2023, for which an amount of €36 million (2022:
nil) has been recognised in relation to
leases not yet commenced to which the Group is
committed.
d Maturity profile of the lease
liabilities
The maturity profile of the lease
liabilities is disclosed in note
29f.
e Extension options
The Group has certain leases which
contain extension options exercisable by the Group prior to the
non-cancellable contract period. Where practicable, the Group seeks
to include extension options in new leases to provide operational
flexibility. The Group assesses at lease commencement whether it is
reasonably certain to exercise the extension options.
The Group is exposed to future
cash outflows (on an undiscounted basis) at 31
December 2023, for which no amount has been recognised, for
potential extension options of €979
million (2022: €945 million) due to it not being reasonably certain
that these leases will be extended.
f Lessor accounting
The Group leases out certain of
its property, plant and equipment. The Group has classified those
leases that transfer substantially all of the risks and rewards of
ownership to the lessee as finance leases and those leases that do
not transfer substantially all of the risks and rewards of
ownership to the lessee as operating leases.
Finance leases
Rental income from finance leases
recognised by the Group in 2023 was
€2 million (2022:
€4 million). Rental income is recorded
within Property, IT and other within the Income
statement.
The following table sets out a
maturity analysis of finance lease receipts, showing the
undiscounted lease receipts to be received after the reporting
date:
€ million
|
2023
|
2022
|
Within one year
|
6
|
2
|
One to two years
|
5
|
6
|
Two to five years
|
3
|
-
|
More than five years
|
-
|
-
|
Total undiscounted lease
receipts
|
14
|
8
|
Less finance income
|
(1)
|
(1)
|
Net investment in finance
leases
|
13
|
7
|
15 Capital expenditure
commitments
Capital expenditure authorised and
contracted but not provided for in the accounts, including
outstanding aircraft commitments, at 31 December
2023 amounted to €12,706 million
(31 December 2022: €13,749 million). The outstanding aircraft commitments
including the expected delivery timeframes, totalling €11,966 million (2022:
€13,484 million), are as
follows:
Aircraft future deliveries at 31
December
|
20231
|
20221
|
Airbus A320 (from 2024 to
2028)
|
49
|
45
|
Airbus A321 (from 2024 to
2028)
|
33
|
46
|
Airbus A321 XLR (from 2024 to
2026)
|
14
|
14
|
Airbus A350-900 (from 2024 to
2025)
|
2
|
7
|
Airbus A350-1000 (in
2024)
|
1
|
5
|
Boeing 777-9 (from 2026 to
2028)
|
18
|
18
|
Boeing 787-10 (from 2024 to
2026)
|
11
|
7
|
Boeing 737-8200 (from 2025 to
2027)
|
25
|
25
|
Boeing 737-10 (from 2027 to
2028)
|
25
|
25
|
Total2
|
178
|
192
|
1 Capital commitments
exclude options to purchase additional aircraft.
2 Total deliveries excludes
three Airbus A320 aircraft committed for delivery under lease
agreements in 2024. For further information see note 14.
On 30 June 2023 the Group
converted 10 Airbus A320neo options into firm orders. The aircraft will be delivered in 2028 and
will be used by any of the Group's current airlines to replace
A320ceo family aircraft.
On 27 July
2023, the Group converted six Boeing
787-10 options held by British Airways into firm orders and
at the same time added a further six 787-10
options to its long-haul order book. The
Group also converted one Airbus A350-900 option held by Iberia into
a firm order. These aircraft will be delivered in 2025 and 2026 and
will be used by British Airways and Iberia to restore capacity in
the airlines' long-haul fleets.
The majority of these commitments
are denominated in US dollars translated at the closing exchange
rate at the reporting date and include escalation clauses dependent
on the timing of aircraft deliveries. Under the terms of the
committed purchase agreements, the Group is required to make
periodic progress payments towards the
purchase price, with the commitments above stated net of progress
payments that have been made at the
reporting date.
The Group has certain rights to
defer aircraft deliveries and to cancel commitments in the event of
significant delays to aircraft deliveries caused by the aircraft
manufacturers. No such rights had been exercised as at 31 December
2023.
16 Non-current assets held for
sale
As at 31
December 2023, there were no
non-current assets held for sale.
As at
31 December 2022, the non-current assets
held for sale of €19 million represented
two Airbus A321 aircraft. No gain or loss was recognised on
classification as non-current assets held for sale. These aircraft
were presented within the British Airways segment and exited the
business during the first half of 2023.
17 Intangible assets and
impairment review
a Intangible assets
€ million
|
Goodwill
|
Brand
|
Customer
loyalty programmes
|
Landing
rights1
|
Software
|
ETS
assets
|
Other
|
Total
|
Cost
|
|
|
|
|
|
|
|
|
Balance at 1 January
2022
|
596
|
451
|
253
|
1,605
|
1,674
|
62
|
87
|
4,728
|
Additions
|
-
|
-
|
-
|
14
|
218
|
360
|
1
|
593
|
Disposals
|
-
|
-
|
-
|
(6)
|
(52)
|
(9)
|
-
|
(67)
|
Exchange movements
|
(1)
|
-
|
-
|
(25)
|
(34)
|
(6)
|
-
|
(66)
|
Balance at 31 December
2022
|
595
|
451
|
253
|
1,588
|
1,806
|
407
|
88
|
5,188
|
Additions
|
-
|
-
|
-
|
-
|
365
|
264
|
1
|
630
|
Disposals
|
-
|
-
|
-
|
(6)
|
(49)
|
(96)
|
-
|
(151)
|
Reclassifications
|
-
|
-
|
-
|
-
|
23
|
-
|
(15)
|
8
|
Exchange movements
|
1
|
-
|
-
|
11
|
18
|
2
|
-
|
32
|
31 December 2023
|
596
|
451
|
253
|
1,593
|
2,163
|
577
|
74
|
5,707
|
Amortisation and
impairment
|
|
|
|
|
|
|
|
|
Balance at 1 January
2022
|
249
|
-
|
-
|
142
|
1,032
|
-
|
66
|
1,489
|
Amortisation charge for the
year
|
-
|
-
|
-
|
6
|
210
|
-
|
2
|
218
|
Disposals
|
-
|
-
|
-
|
-
|
(50)
|
-
|
-
|
(50)
|
Exchange movements
|
-
|
-
|
-
|
(2)
|
(23)
|
-
|
-
|
(25)
|
Balance at 31 December
2022
|
249
|
-
|
-
|
146
|
1,169
|
-
|
68
|
1,632
|
Amortisation charge for the
year
|
-
|
-
|
-
|
6
|
185
|
-
|
2
|
193
|
Disposals
|
-
|
-
|
-
|
-
|
(39)
|
-
|
-
|
(39)
|
Exchange movements
|
-
|
-
|
-
|
1
|
11
|
-
|
-
|
12
|
31 December 2023
|
249
|
-
|
-
|
153
|
1,326
|
-
|
70
|
1,798
|
Net book values
|
|
|
|
|
|
|
|
|
31 December 2023
|
347
|
451
|
253
|
1,440
|
837
|
577
|
4
|
3,909
|
31 December 2022
|
346
|
451
|
253
|
1,442
|
637
|
407
|
20
|
3,556
|
1 The net book value
includes non-UK and non-EU based landing rights of €63 million (2022:
€69 million) that have a definite life.
The remaining average life of these landing rights is 12 years.
b Impairment review
The carrying amounts of intangible
assets with indefinite life and goodwill allocated to cash
generating units (CGUs) of the Group are:
€ million
|
Goodwill
|
Brand
|
Customer
loyalty programmes
|
Landing
rights1
|
Total
|
2023
|
|
|
|
|
|
Iberia
|
|
|
|
|
|
1 January and 31 December
2023
|
-
|
306
|
-
|
423
|
729
|
|
|
|
|
|
|
British Airways
|
|
|
|
|
|
1 January 2023
|
46
|
-
|
-
|
794
|
840
|
Disposals
|
-
|
-
|
-
|
(6)
|
(6)
|
Exchange movements
|
1
|
-
|
-
|
10
|
11
|
31 December 2023
|
47
|
-
|
-
|
798
|
845
|
|
|
|
|
|
|
Vueling
|
|
|
|
|
|
1 January and 31 December
2023
|
28
|
35
|
-
|
94
|
157
|
|
|
|
|
|
|
Aer Lingus
|
|
|
|
|
|
1 January and 31 December
2023
|
272
|
110
|
-
|
62
|
444
|
|
|
|
|
|
|
IAG Loyalty
|
|
|
|
|
|
1 January and 31 December
2023
|
-
|
-
|
253
|
-
|
253
|
|
|
|
|
|
|
31 December 2023
|
347
|
451
|
253
|
1,377
|
2,428
|
€ million
|
Goodwill
|
Brand
|
Customer
loyalty programmes
|
Landing
rights1
|
Total
|
2022
|
|
|
|
|
|
Iberia
|
|
|
|
|
|
1 January and 31 December
2022
|
-
|
306
|
-
|
423
|
729
|
|
|
|
|
|
|
British Airways
|
|
|
|
|
|
1 January 2022
|
47
|
-
|
-
|
809
|
856
|
Additions
|
-
|
-
|
-
|
14
|
14
|
Disposals
|
-
|
-
|
-
|
(6)
|
(6)
|
Exchange movements
|
(1)
|
-
|
-
|
(23)
|
(24)
|
31 December 2022
|
46
|
-
|
-
|
794
|
840
|
|
|
|
|
|
|
Vueling
|
|
|
|
|
|
1 January and 31 December
2022
|
28
|
35
|
-
|
94
|
157
|
|
|
|
|
|
|
Aer Lingus
|
|
|
|
|
|
1 January and 31 December
2022
|
272
|
110
|
-
|
62
|
444
|
|
|
|
|
|
|
IAG Loyalty
|
|
|
|
|
|
1 January and 31 December
2022
|
-
|
-
|
253
|
-
|
253
|
|
|
|
|
|
|
31 December 2022
|
346
|
451
|
253
|
1,373
|
2,423
|
1 Landing rights excludes
non-UK and non-EU based landing rights of €63 million (2022:
€69 million) that have a definite
life.
Basis for calculating recoverable
amount
The recoverable amounts of the
Group's CGUs have been measured based on their value-in-use, which
utilises a weighted average multi-scenario discounted cash flow
model. The details of these scenarios are given in the going
concern section of note 2, with a
weighting of 70 per cent to the Base Case and 30 per cent to the
Downside Case. Cash flow projections are based on the business
plans approved by the relevant operating companies covering a
three-year period. Cash flows extrapolated beyond the three-year
period are projected to increase based on long-term growth rates.
Cash flow projections are discounted using each CGU's pre-tax
discount rate.
Annually the relevant operating
companies prepare and their respective boards approve three-year
business plans, and the IAG Board approves the Group three-year
business plan in the fourth quarter of the year. Adjustments have
been made to the final year of the business plan cash flows to
incorporate the impacts of climate change that the Group can
reliably estimate at the reporting date. However, given the
long-term nature of the Group's sustainability commitments, there
are other aspects of these commitments that cannot be reliably
estimated and accordingly have been excluded from the value-in-use
calculations (see note 4). The business
plan cash flows used in the value-in-use calculations also reflect
all restructuring of the business where relevant that has been
approved by the Board and which can be executed by management under
existing labour agreements.
Key assumptions
The value-in-use calculations for
each CGU reflect the wider economic and geopolitical environments,
including updated projected cash flows for activity from
2024 through to the end of 2026. For each
of the Group's CGUs the key assumptions used in the value-in-use
calculations are as follows:
|
2023
|
Per cent
|
British
Airways
|
Iberia
|
Vueling
|
Aer
Lingus
|
IAG
Loyalty
|
Operating
margin1
|
7-14
|
7-14
|
4-12
|
6-14
|
23
|
Average ASK growth per
annum1
|
3-9
|
4-10
|
1-6
|
2-16
|
n/a
|
Long-term growth rate
|
1.7
|
1.5
|
0.9
|
1.3
|
1.5
|
Pre-tax discount rate
|
11.2
|
12.2
|
14.3
|
10.9
|
14.8
|
|
2022
|
Per cent
|
British
Airways
|
Iberia
|
Vueling
|
Aer
Lingus
|
IAG
Loyalty
|
Operating
margin1
|
5-13
|
5-10
|
0-10
|
4-12
|
23-25
|
ASKs as a proportion of
20191, 2
|
90-105
|
92-107
|
113-123
|
102-127
|
n/a
|
Long-term growth rate
|
1.7
|
1.5
|
1.4
|
1.6
|
1.7
|
Pre-tax discount rate
|
10.4
|
11.2
|
12.8
|
10.1
|
13.4
|
1 Average ASK growth per
annum, ASKs as a proportion of 2019 and operating
margin are stated as the weighted average derived from the
multi-scenario discounted cash flow model.
2 Given
the impact of the COVID-19 pandemic, in 2022 the Group presented
ASKs as a proportion of the level of ASKs achieved in 2019, prior
to the application of the terminal value
calculation.
Jet fuel price ($ per
MT)
|
Within
12 months
|
1-2
years
|
2-3
years
|
3 years
and thereafter
|
2023
|
895
|
829
|
800
|
800
|
2022
|
867
|
809
|
780
|
780
|
Forecast ASKs in the current year
modelling represent the range of average annual increases in
capacity over the forecast period, based on planned network growth
and taking into account management's expectation of the
market.
The long-term growth rate is
calculated for each CGU, considering a number of data points: (i)
industry publications; (ii) forecast weighted average exposure in
each primary market using gross domestic product (GDP); and (iii)
internal analysis regarding the long-term changes in consumer
preferences and the effects on demand from the increased costs to
the Group of climate change. The calculation of the long-term
growth rate utilises a Base Case and a Downside Case growth rate,
which is then weighted on the same basis as the cash flows detailed
above of 70 per cent to the Base Case and 30 per cent to the
Downside Case. The terminal value cash flows and long-term growth
rate incorporate the impacts of climate change insofar as they can
be determined (see note 4). The airlines'
network plans and the IAG Loyalty forecasts are reviewed annually
as part of the three-year business plan preparation and reflect
management's plans in response to specific market risk or
opportunity.
Pre-tax discount rates represent
the current market assessment of the risks specific to each CGU,
taking into consideration the time value of money and underlying
risks of its primary market. The discount rate calculations are
based on the circumstances of the airline industry, the loyalty
scheme industry, the Group and the CGU. These rates are derived
from the weighted average cost of capital (WACC). The WACC takes
into consideration both debt and equity available to airlines and
loyalty schemes. The cost of equity is derived from the expected
return on investment by airline and loyalty scheme investors and
the cost of debt is derived from both market data and industry
gearing levels derived from comparable companies. CGU-specific risk
is incorporated by applying individual beta factors which are
evaluated annually based on available market data. The pre-tax
discount rate reflects the timing of future tax flows. The Group
engages an external valuation expert as at the valuation date to
assist in the determination of the post-tax discount
rate.
Jet fuel price assumptions are
derived from forward price curves in the fourth quarter of each
year and sourced externally from readily available market data at
the valuation date. The cash flow forecasts reflect these price
increases after taking into consideration the level of fuel
derivatives and their associated prices that the Group has in place
and the incremental price differentials expected for the purchase
of SAF.
As detailed above, the Group
adjusts the final year of the three-year business plans to
incorporate the medium-term impacts of climate change from the
Group's Flightpath Net Zero climate strategy through to 2030. These
adjustments include the following key assumptions: (i) a
10 per cent level of SAF consumption out
of the overall fuel mix with an assumed price of €3,412 per metric tonne; (ii) a kerosene tax of
€526 per metric tonne on all intra-EU
flights; (iii) for costs of carbon, prices of €173, €173, €110 and €19 for EU ETS allowances, Swiss ETS
allowances, UK ETS allowances and CORSIA allowances,
respectively, per tonne of CO2 equivalents emitted; and
(iv) the removal of all free ETS and CORSIA allowances.
Summary of results
At 31 December
2023 management reviewed the recoverable amount of each of
the CGUs and concluded the recoverable amounts exceeded the
carrying values.
Reasonable possible changes in key
assumptions, both individually and in combination, have been
considered for each CGU, where applicable, which include reducing
the operating margin by 2 percentage
points in each year, reducing ASKs by 5
percentage points in each year, reducing long-term growth rates in
the terminal value calculation to zero, increasing pre-tax discount
rates by 2.5 percentage points and
increasing the fuel price (both jet fuel and SAF) by 40 per cent, both with cost recovery consistent with
that experienced historically and with no assumed cost recovery.
Given the inherent uncertainty associated with the impact of
climate change, these sensitivities represent a reasonably possible
impact of climate change on the CGUs greater than that included in
the impairment models.
For the British Airways, Iberia,
Vueling and Aer Lingus CGUs, while the recoverable amounts are
estimated to exceed the carrying amounts by €15,752 million, €4,736
million, €1,271 million and €1,884 million, respectively, the recoverable amounts
would be below the carrying amounts when applying reasonable
possible but not probable changes, over the forecast period, in
assumptions in each of the following scenarios:
• British Airways: (i) if ASKs had been
5 per cent lower combined with a fuel
price increase without cost recovery of 24
per cent; and (ii) if the fuel price had been 29 per cent higher without cost recovery;
• Iberia: (i) if ASKs had been
5 per cent lower combined with a fuel
price increase without cost recovery of 21
per cent; and (ii) if the fuel price had been 24 per cent higher without cost recovery;
• Vueling: (i) if ASKs had been
5 per cent lower combined with a fuel
price increase without cost recovery of 12
per cent; and (ii) if the fuel price had been 18 per cent higher without cost recovery;
and
• Aer Lingus: (i) if ASKs had been
5 per cent lower combined with a fuel
price increase without cost recovery of 16
per cent; and (ii) if the fuel price had been 23 per cent higher without cost recovery.
For the remainder of the
reasonably possible changes in key assumptions applied to the
British Airways, Iberia, Vueling and Aer Lingus CGUs and for all
the reasonably possible changes in key assumptions applied to the
IAG Loyalty CGU, no impairment arises.
18 Investments
a Investments in
subsidiaries
The Group's subsidiaries at
31 December 2023 are listed in the Group
investments section.
All subsidiary undertakings are
included in the consolidation. The proportion of the voting rights
in the subsidiary undertakings held directly do not differ from the
proportion of ordinary shares held. There have been no significant
changes in ownership interests of subsidiaries during the
year.
The total non-controlling interest
at 31 December 2023 is €6 million (2022:
€6 million).
b Investments in associates and
joint ventures
The share of assets, liabilities,
revenue and profit of the Group's associates and joint ventures,
which are included in the Group's financial statements, are as
follows:
€ million
|
2023
|
2022
|
Total assets
|
166
|
148
|
Total liabilities
|
(119)
|
(104)
|
Revenue
|
107
|
89
|
Profit for the year
|
6
|
5
|
The detail of the movement in
investment in associates and joint
ventures is shown as follows:
€ million
|
2023
|
2022
|
At beginning of year
|
43
|
40
|
Share of retained
profits
|
6
|
5
|
Dividends received
|
(2)
|
(2)
|
|
47
|
43
|
At 31 December
2023 there are no restrictions on the ability of associates
or joint ventures to transfer funds to the parent and there are no
related contingent liabilities.
At both 31
December 2023 and 31 December 2022
the investment in Sociedad Conjunta para la Emisión y Gestión de
Medios de Pago EFC, S.A. exceeded 50 per cent ownership by the
Group (50.5 per cent). The entity is treated as a joint venture as
decisions regarding its strategy and operations require the
unanimous consent of the parties who share control, including
IAG.
19 Other equity
investments
Other equity investments include
the following:
€ million
|
2023
|
2022
|
Unlisted securities
|
188
|
55
|
|
188
|
55
|
The credit relating to Other equity investments was
€3 million (2022: charge
of €3 million).
Investment in Air Europa
Holdings
On 15 June 2022, the Group entered
into a financing arrangement with Globalia Corporación Empresarial,
S,A, ('Globalia'), whereby, the Group provided a €100 million
seven-year unsecured loan, which was convertible for a period of
two years from inception into a fixed number of the shares of Air
Europa Holdings, S.L. ('Air Europa Holdings'), a wholly owned
subsidiary of Globalia. Subsequently, on 16 August 2022, the Group
exercised its exchange option with Globalia and converted the
aforementioned loan into an investment in 20 per cent of the share
capital of Air Europa Holdings, which is recorded as an Other
equity investment.
On 23 February 2023, the Group
entered into an agreement to acquire the remaining 80 per cent of
the share capital of Air Europa Holdings that it had not previously
owned. The acquisition is conditional on Globalia receiving
approval from the syndicated banks that provide the loan agreements
that are partially guaranteed by the Instituto de Crédito Oficial (ICO) and
Sociedad Estatal de
Participaciones Industriales (SEPI) in Spain. The
acquisition is also subject to approval by relevant competition
authorities. Until the completion of these approvals, the
acquisition does not meet the recognition criteria under IFRS 3
Business combinations, and accordingly the Group continues to
recognise the 20 per cent share capital ownership of Air Europa
Holdings as an Other equity investment (see note
2 for critical judgement applied in this
classification).
At 31 December
2023, the fair value of the investment in Air Europa
Holdings was €129 million, representing an
increase of €105 million from the
€24 million recorded at 31 December 2022, with the fair value movement having
been recorded within Other comprehensive income.
The Group, with its external
valuation advisors, determined the fair value of the investment in
Air Europa Holdings at 31 December 2023
and 31 December 2022, using both the
market approach and the income approach, whereby the Group used
both observable market data and unobservable inputs. The fair value
was determined on the stand-alone basis of Air Europa Holdings
without consideration of potential synergies that could be obtained
if the Group were able to obtain control over the operations of Air
Europa Holdings.
In determining the fair value of
the investment in Air Europa Holdings at 31
December 2023, the Group used the following significant
unobservable inputs: (i) revenue compound annual growth rate of 4.0
per cent; (ii) an EBITDA range of 3.6 to 6.5 per cent; and (iii) a
risk-adjusted pre-tax discount rate of 13.9 per cent.
20 Trade and other
receivables
€ million
|
2023
|
2022
|
Amounts falling due within one
year
|
|
|
Trade receivables
|
1,673
|
1,444
|
Provision for expected credit
loss
|
(114)
|
(114)
|
Net trade receivables
|
1,559
|
1,330
|
Prepayments1
|
750
|
639
|
Accrued
income1, 2
|
495
|
231
|
Other non-trade
receivables
|
329
|
356
|
Other current
receivables
|
1,574
|
1,226
|
Amounts falling due after one
year
|
|
|
Prepayments
|
401
|
337
|
Accrued income
|
9
|
-
|
Other non-trade
receivables
|
22
|
25
|
Other receivables due after one
year
|
432
|
362
|
1 For the year ended
31 December 2023, the Group has elected to
disaggregate prepayments and accrued income, which had previously
been aggregated into a single line item. Accordingly figures for
the comparative year to 31 December 2022
have been reclassified to conform with the current year
presentation.
2 The accrued income balance
(representing contract assets) predominantly relates to revenue
earned from ongoing maintenance and overhaul services, where the
balances vary depending on the number of ongoing activities at the
reporting date.
Movements in the provision for
expected credit loss were as follows:
€ million
|
2023
|
2022
|
At beginning of year
|
114
|
115
|
Provided during the
year
|
4
|
10
|
Released during the
year
|
(3)
|
(1)
|
Receivables written off during the
year
|
(1)
|
(9)
|
Exchange movements
|
-
|
(1)
|
|
114
|
114
|
Trade receivables are generally
non-interest-bearing and on 30 days terms
(2022: 30 days).
The credit risk exposure on the
Group's trade receivables is set out below:
31 December 2023
€ million
|
Current
|
<30
days
|
30-180
days
|
180-365
days
|
> 365
days
|
Trade receivables
|
959
|
296
|
241
|
53
|
124
|
Expected credit loss
rate
|
0.1%
|
0.1%
|
1.7%
|
7.5%
|
85.2%
|
Provision for expected credit
loss
|
-
|
-
|
4
|
4
|
106
|
31 December 2022
€ million
|
Current
|
<30
days
|
30-180
days
|
180-365
days
|
> 365
days
|
Trade receivables
|
719
|
509
|
91
|
25
|
100
|
Expected credit loss
rate
|
0.3%
|
0.1%
|
1.1%
|
44.0%
|
100.0%
|
Provision for expected credit
loss
|
2
|
-
|
1
|
11
|
100
|
21 Inventories
€ million
|
2023
|
20221
|
Engineering expendables
|
417
|
296
|
Catering consumables
|
43
|
36
|
Other inventories
|
34
|
21
|
|
494
|
353
|
1 For the
year to 31 December 2023, the Group has elected to provide a
disaggregated breakdown of the Balance sheet caption 'Inventories'
and has accordingly provided figures for the comparative year at 31
December 2022.
22 Cash, cash equivalents and
other current interest-bearing deposits
a Cash
€ million
|
2023
|
2022
|
Cash at bank and in
hand
|
1,531
|
3,286
|
Short-term deposits maturing
within three months
|
3,910
|
5,910
|
Cash and cash
equivalents
|
5,441
|
9,196
|
Current interest-bearing deposits
maturing after three months
|
1,396
|
403
|
Cash, cash equivalents and other
interest-bearing deposits
|
6,837
|
9,599
|
Cash at bank is primarily held in
AAA money market funds and bank deposits. Short-term deposits are
for periods up to three months and earn interest based on the
floating deposit rates.
At 31 December
2023, the Group had no outstanding
bank overdrafts (2022: €nil).
Current interest-bearing deposits
have maturities in excess of three months and typically within 12
months of the reporting date and earn interest based on the market
rates available at the time the deposit was made.
At 31 December
2023, Aer Lingus held
€31 million of restricted cash (2022: €33 million) within
interest-bearing deposits maturing after more than three months to
be used for employee-related obligations.
b Net debt
Movements in net debt were as follows:
€ million
|
Balance
at 1 January 2023
|
Cash
flows
|
Exchange
movements
|
New
leases and modifications
|
Other
items
|
Balance
at 31 December 2023
|
Bank, other loans, convertible
bond and asset financed liabilities
|
10,365
|
(3,267)
|
(102)
|
-
|
119
|
7,115
|
Lease liabilities
|
9,619
|
(1,731)
|
(259)
|
1,315
|
23
|
8,967
|
Cash and cash
equivalents
|
(9,196)
|
3,753
|
2
|
-
|
-
|
(5,441)
|
Current interest-bearing
deposits
|
(403)
|
(985)
|
(8)
|
-
|
-
|
(1,396)
|
|
10,385
|
(2,230)
|
(367)
|
1,315
|
142
|
9,245
|
€ million
|
Balance
at 1 January 2022
|
Cash
flows
|
Exchange
movements
|
New
leases and modifications
|
Other
items
|
Balance
at 31 December 2022
|
Bank, other loans, convertible
bond and asset financed liabilities
|
9,973
|
386
|
103
|
-
|
(97)
|
10,365
|
Lease liabilities
|
9,637
|
(1,455)
|
415
|
1,017
|
5
|
9,619
|
Cash and cash
equivalents
|
(7,892)
|
(1,316)
|
12
|
-
|
-
|
(9,196)
|
Current interest-bearing
deposits
|
(51)
|
(351)
|
(1)
|
-
|
-
|
(403)
|
|
11,667
|
(2,736)
|
529
|
1,017
|
(92)
|
10,385
|
23 Trade and other
payables
€ million
|
2023
|
2022
|
Trade
creditors1
|
3,177
|
2,969
|
Other creditors
|
1,244
|
1,244
|
Other taxation and social
security
|
262
|
228
|
Accruals1
|
683
|
665
|
Deferred income relating to
non-flight activity2
|
224
|
103
|
|
5,590
|
5,209
|
1 Trade
creditors includes €nil (2022: €48 million) due to suppliers that
have signed up to supply chain financing programmes offered by a
number of partner financial institutions. While the Group no longer
provides such a service to its suppliers, in 2022, these programmes
either or both: (i) the suppliers could elect on an
invoice-by-invoice basis to receive a discounted early payment from
the partner financial institutions rather than being paid in line
with the agreed payment terms; and/or (ii) the Group could have
elected on an invoice-by-invoice basis for the partner financial
institution to pay the supplier in line with the agreed payment
terms and the Group enter into payment terms with the partner
financial institution of up to 150 days with interest incurred at
2.5 per cent.
The Group, in 2022, assessed the
arrangement against indicators to assess if liabilities which
suppliers had transferred to the partner financial institutions
under the supplier financing programmes continued to meet the
definition of trade creditors or should have been classified as
borrowings. The cash flows arising from such arrangements were
reported within cash flows from operating activities or within cash
flows from financing activities, in the Consolidated cash flow
statement, depending on whether the associated liabilities met the
definition of trade creditors or as borrowings.
At 31 December 2023 and 31 December
2022, these liabilities met the criteria of Trade creditors and are
excluded from the Net debt table in note 22b.
2 For the year ended 31 December 2023, the
Group has elected to disaggregate accruals and deferred income,
which had previously been aggregated into a single line item.
Accordingly figures for the comparative year to 31 December 2022 have been reclassified to conform
with the current year presentation.
Average payment days to suppliers
- Spanish Group companies
Days
|
2023
|
2022
|
Average payment days for payment
to suppliers
|
25
|
34
|
Ratio of transactions
paid
|
25
|
33
|
Ratio of transactions outstanding
for payment
|
17
|
53
|
€ million
|
2023
|
2022
|
Total payments made
|
10,966
|
6,676
|
Total payments
outstanding
|
158
|
264
|
Information on invoices paid in a
period shorter than the maximum period established in the late
payment regulations - Spanish Group companies
|
2023
|
2022
|
Total payments made (€
million)
|
10,002
|
5,111
|
Percentage share of total payments
to suppliers
|
91%
|
77%
|
Number of invoices paid
(thousand)
|
213
|
110
|
Percentage share of total number
of invoices paid
|
76%
|
48%
|
24 Deferred revenue
€ million
|
Customer
loyalty programmes
|
Sales in
advance of carriage
|
Total
|
Balance at 1 January
2023
|
2,630
|
5,014
|
7,644
|
Cash received from
customers1
|
-
|
21,107
|
21,107
|
Revenue recognised in the Income
statement2, 3
|
(1,052)
|
(21,015)
|
(22,067)
|
Financing charge recognised in the
Income statement
|
15
|
-
|
15
|
Loyalty points issued to
customers4
|
1,085
|
161
|
1,246
|
Exchange movements
|
34
|
44
|
78
|
Balance at 31 December
2023
|
2,712
|
5,311
|
8,023
|
Analysis:
|
|
|
|
Current
|
2,455
|
5,311
|
7,766
|
Non-current
|
257
|
-
|
257
|
|
2,712
|
5,311
|
8,023
|
€ million
|
Customer
loyalty programmes
|
Sales in
advance of carriage
|
Total
|
Balance at 1 January
2022
|
2,820
|
3,732
|
6,552
|
Cash received from
customers1
|
-
|
21,000
|
21,000
|
Revenue recognised in the Income
statement2, 3, 5
|
(801)
|
(19,708)
|
(20,509)
|
Financing charge recognised in the
Income statement
|
21
|
-
|
21
|
Loyalty points issued to
customers4
|
662
|
82
|
744
|
Exchange movements
|
(72)
|
(92)
|
(164)
|
Balance at 31 December
2022
|
2,630
|
5,014
|
7,644
|
Analysis:
|
|
|
|
Current
|
2,304
|
5,014
|
7,318
|
Non-current
|
326
|
-
|
326
|
|
2,630
|
5,014
|
7,644
|
1 Cash received from customers is net of
refunds.
2 Where the Group acts as an
agent in the provision of redemption products and services to
customers through loyalty programmes, or in the provision of
interline flights to passengers, revenue is recognised in the
Income statement net of the related costs.
3 Included within revenue
recognised in the Income statement during 2023 is an amount of €3,914
million previously held as deferred revenue at 1
January 2023 (recognised during 2022 and previously held as deferred revenue at
1 January 2022: €2,183 million).
4 Included
within loyalty points issued to customers at 31 December 2023 is an
amount of €161 million (31 December 2022: €82 million) classified
within Sales in advance of carriage representing the cash component
of the consideration paid by customers, where such consideration
comprises both cash and the redemption of Avios.
5 The 2022 results include
an aggregation to conform with the current basis of preparation,
where the changes in estimates have been amalgamated with revenue
recognised in the Income statement.
The unsatisfied performance
obligation under the Group's customer loyalty programmes that is
classified as non-current was €241 million
at 31 December 2023, all
of which is expected to be recognised as revenue within one to five
years from the reporting date.
Deferred revenue relating to
customer loyalty programmes consists primarily of consideration
allocated to performance obligations associated with Avios. Avios
are issued by the Group's airlines through their loyalty
programmes, or are sold to third parties such as credit card
providers, who issue them as part of their
loyalty programmes. While Avios do not have an expiry date
and can be redeemed at any time in the future, a customer's
membership account is closed if there is a period of 36 months of
inactivity in terms of both issuances and redemptions. Revenue may
therefore be recognised at any time in the future.
Unredeemed vouchers
liability
At 31 December
2023 the Group recognised €645
million in respect of unredeemed vouchers, including associated
taxes (2022: €911
million) within Deferred revenue. Of the €645 million, €139 million
relates to vouchers issued due to COVID-19 pandemic flight
cancellations, referred to as 'disrupted flights' and €506 million relates to non-disrupted voucher issuance,
such as the British Airways 'Book with Confidence' policy (where
customers were provided the flexibility to change their destination
and/or date of travel on non-disrupted flights), certain other
flexible fare options, non-air partner companion vouchers and gift
vouchers.
The jurisdiction in which a
voucher is issued, dictates the period over which a customer can
redeem the voucher, which ranges up to six years from the point of
issuance. This period of time is also influenced by whether the
voucher was issued for disrupted flights or non-disrupted issuance
and whether statutory or commercial expiry policies prevail.
The Group expects the majority of the total
voucher liability to mature within 12 months of the reporting
date.
During, and subsequent to, the
recovery from the COVID-19 pandemic, the Group, across each of its
operating companies, has engaged in marketing campaigns and direct
customer engagement in an attempt to maximise redemption of these
vouchers. Despite these efforts, the Group expects some of these
vouchers to expire unredeemed. The Group estimates the number of
these vouchers, both for disrupted flights and non-disrupted
issuance, not expected to be redeemed prior to expiry using
statistical modelling based on historical experience and expected
future redemptions, recognising this estimated value as passenger
revenue when it can be reasonably determined that there will not be
a significant reversal of this revenue in future accounting
periods.
A 5 percentage point increase in
the assumption of the number of vouchers outstanding at 31 December
2023 and not expected to be redeemed prior to expiry would result
in a reduction to Deferred revenue of €32 million, with an
offsetting adjustment to increase Passenger revenue and Operating
profit recognised in the year.
25 Other long-term
liabilities
€ million
|
2023
|
2022
|
Non-current trade
creditors
|
164
|
147
|
Accruals and deferred
income
|
55
|
53
|
|
219
|
200
|
26 Long-term borrowings
a Total borrowings
|
2023
|
|
2022
|
€ million
|
Current
|
Non-current
|
Total
|
|
Current
|
Non-current
|
Total
|
Bank and other
loans1
|
113
|
1,840
|
1,953
|
|
813
|
5,128
|
5,941
|
Convertible
bond1
|
9
|
726
|
735
|
|
9
|
596
|
605
|
Asset financed
liabilities
|
303
|
4,124
|
4,427
|
|
255
|
3,564
|
3,819
|
Lease liabilities
|
1,826
|
7,141
|
8,967
|
|
1,766
|
7,853
|
9,619
|
Interest-bearing long-term
borrowings
|
2,251
|
13,831
|
16,082
|
|
2,843
|
17,141
|
19,984
|
1 The 2022 total borrowings include a reclassification to
conform with the current basis of presentation, where the 2028
convertible bond, amounting to €605
million at 31 December 2022 and accounted
for at fair value, has been separated from Bank and other loans.
There is no change to total borrowings.
Long-term borrowings of the Group
amounting to €4,516 million (31 December 2022: €3,962
million) are secured on owned fleet assets with a net book value
of €4,736 million (31 December 2022: €3,931
million). All asset financed liabilities,
included within long-term borrowings, are all secured on the
associated aircraft or other property, plant and
equipment.
b Bank, other loans and
convertible bond
€ million
|
2023
|
2022
|
€825 million fixed rate 1.125 per
cent convertible bond 20281
|
735
|
605
|
€700 million fixed rate 3.75 per
cent unsecured bond 20292
|
717
|
717
|
€500 million fixed rate 2.75 per
cent unsecured bond 20252
|
510
|
509
|
€500 million fixed rate 1.50 per
cent bond 20273
|
500
|
499
|
Floating rate euro mortgage loans
secured on aircraft4
|
114
|
143
|
Fixed rate secured
bonds5
|
56
|
56
|
Fixed rate unsecured US dollar
mortgage loan6
|
46
|
71
|
Fixed rate unsecured euro loans
with the Spanish State (Department of
Industry)7
|
10
|
10
|
Floating rate pound sterling term
loan guaranteed by the UK Export Finance
(UKEF)8
|
-
|
2,315
|
Floating rate Instituto de Crédito Oficial (ICO)
guaranteed loans9
|
-
|
1,070
|
€500 million fixed rate 0.50 per
cent bond 20233
|
-
|
501
|
Ireland Strategic Investment Fund
(ISIF) facility10
|
-
|
50
|
Total bank, other loans and
convertible bond
|
2,688
|
6,546
|
Less: current instalments due on
bank, other loans and convertible bond
|
(122)
|
(822)
|
Total non-current bank, other
loans and convertible bond
|
2,566
|
5,724
|
1 See
details of the 2028 convertible bond below.
2 On 25 March 2021, the
Group issued two tranches of senior unsecured bonds for an
aggregate principal amount of €1.2 billion, €500 million due
25 March 2025 and €700 million due
25 March 2029. The bonds bear a fixed
rate of interest of 2.75 per cent and
3.75 per cent per annum, payable in
arrears, respectively. The bonds were issued at 100 per cent of
their principal amount, respectively, and, unless previously
redeemed or purchased and cancelled, will be redeemed at 100 per
cent of their principal amount on their respective maturity
dates.
3 In July 2019, the Group
issued two tranches of senior unsecured bonds for an aggregate
principal amount of €1 billion, €500 million due 4 July 2023 and €500 million due
4 July 2027. The 2023 bond bore a
fixed rate of interest of 0.5 per cent per annum and was redeemed
in full at maturity on 4 July 2023. The
2027 bond bears a fixed rate of interest of 1.5 per cent per annum annually payable in arrears.
The 2027 bond was issued at 98.803 per cent of its principal
amount, and, unless previously redeemed or purchased and cancelled,
will be redeemed at 100 per cent of its principal amount on its
maturity date.
4 Floating
rate euro mortgage loans are secured on specific aircraft
assets of the Group and bear interest of between 4.45 and 5.46 per cent. The loans are repayable
between 2024 and 2027.
5 Total of €55 million fixed rate secured bonds with 3.75 per cent coupon repayable between 2024 and 2027.
6 Fixed rate unsecured US
dollar mortgage loan bearing interest between 1.38 to 2.86 per cent. The
loan is repayable between 2025 and
2026.
7 Fixed rate unsecured euro loans with the Spanish State (Department
of Industry) bear nil interest and are repayable in 2031.
8 On 22 February 2021,
British Airways entered into a floating rate five-year term loan
Export Development Guarantee Facility of €2.3 billion (£2.0 billion)
underwritten by a syndicate of banks, with 80 per cent of the
principal guaranteed by the UKEF. On 1 November 2021, British Airways entered into a further five-year
term loan Export Development Guarantee Facility of €1.1 billion (£1.0 billion) underwritten by a syndicate of
banks, with 80 per cent of the principal guaranteed by the UKEF. On
28 September 2023, British Airways repaid
the £2.0 billion term loan in full,
while concurrently entering into a further five-year term loan
Export Development Guarantee Facility of €1.2 billion (£1.0 billion) underwritten by a syndicate of
banks, with 80 per cent of the principal guaranteed by the UKEF.
The terms and maturity of the Export Development Guarantee Facility
entered into in November 2021 remain unchanged. These two remaining
UKEF guaranteed facilities had not been drawn as at 31 December 2023.
9 On 30 April 2020, Iberia and Vueling entered into
floating rate syndicated financing agreements of €750 million and €260 million respectively. On 31
October 2023, Iberia repaid its loan in full. On 30 November 2023,
Vueling repaid its loan in full.
10
On 23 December 2020, Aer Lingus entered into a floating rate
financing agreement with the Ireland Strategic Investment Fund
(ISIF) for €75 million. On 27 March 2021, Aer Lingus entered into a
further floating rate financing agreement with the ISIF for an
additional €75 million. On 4 March 2022, Aer Lingus entered into a
financing arrangement with ISIF, which subsequently extinguished
the existing €150 million of facilities and replaced them with a
€350 million facility that matures in March 2025. On 13 December
2022 and 4 March 2023, Aer Lingus early repaid €100 million and
€50 million, respectively, of the
ISIF facility, with these amounts being available to draw again
over the tenor of the facility. The facility is secured on specific
landing rights. At 31 December 2023,
€350 million of this facility remained
undrawn.
In addition, on 23 March 2021, the
Group entered into a three-year US dollar secured Revolving Credit
Facility of $1.755 billion accessible by British Airways, Iberia
and Aer Lingus. On 23 August 2022, the Group extended the term of
the Revolving Credit Facility by an additional 12 months through to
March 2025. On 23 August 2023, of the $1.755 billion facility,
the Group further extended the terms of the $1.655 billion
Revolving Credit Facility by an additional 12 months through to
March 2026 with the remaining $100 million available through to
March 2025. As at 31 December 2023 no amounts had been drawn under
the facility (2022: nil). While the Group does not forecast drawing
down on the Revolving Credit Facility, should it do so, the
resultant debt would be secured, in the respective operating
companies, against: (i) specific landing rights; or (ii) aircraft;
or (iii) or a combination of both.
Details of the 2028 convertible
bond
On 11 May 2021, the Group issued
the €825 million fixed rate 1.125 per cent senior unsecured bond
convertible into ordinary shares of IAG. The convertible bond
raised net proceeds of €818 million and matures in 2028. The Group
holds an option to redeem the convertible bond at its principal
amount, together with accrued interest, no earlier than two years
prior to the final maturity date.
The convertible bond provides
bondholders with dividend protection and includes a total of
244,850,715 options at inception and at 31
December 2023 to convert into ordinary shares of IAG. The
Group also holds an option to redeem the convertible bond, in full
or in part, in cash in the event that bondholders exercise their
right to convert the bond into ordinary shares of IAG. The
bondholders conversion right is currently exercisable.
The convertible bond is recorded
at its fair value, which at 31 December
2023 was €735 million (2022: €605 million),
representing an increase of €130 million since 1 January
2023. Of this increase, the charge
recorded in Other comprehensive income arising from credit risk of
the convertible bonds was €119 million and a charge recorded within
Finance costs in the Income statement attributable to changes in
market conditions of €11 million.
Transactions with unconsolidated
entities
The Group has entered into asset
financing transactions with unconsolidated entities as
follows:
• The British Airways Pass
Through Certificates, Series 2019-1 were entered into in the third
quarter of 2019, recognising Asset financed liabilities of €725
million for eight aircraft that mature between 2029 and
2034;
• The British Airways Pass
Through Certificates, Series 2020-1 were entered into in the fourth
quarter of 2020, recognising Asset financed liabilities of €472
million for nine aircraft that mature between 2028 and
2032;
• The British Airways Pass
Through Certificates, Series 2021-1 were entered into in the third
quarter of 2021, recognising Asset financed liabilities of €204
million for seven aircraft that mature between 2031 and
2035;
• The Iberia Pass Through
Certificates, Series 2022-1 were entered into in April 2022,
recognising Asset financed liabilities of €680 million for five
aircraft that mature between 2032 and 2036;
• The British Airways Pass
Through Certificates, Series 2022-1 were entered into in October
2022, recognising Asset financed liabilities of €159 million for
four aircraft that mature between 2032 and 2036; and
• There have been no asset
financing transactions with unconsolidated entities during the year
to 31 December 2023.
As at 31
December 2023, Asset financed liabilities include cumulative
amounts of €2,948
million (2022: €2,983 million) and the associated assets recorded
within Property, plant and equipment include cumulative amounts of
€2,757 million (2022: €3,400 million)
associated with transactions with unconsolidated structured
entities having issued EETCs.
c Total loans, convertible bond,
asset financed liabilities and lease liabilities
Million
|
2023
|
2022
|
Loans
|
|
|
Bank:
|
|
|
US dollar
|
$50
|
$75
|
Euro
|
€124
|
€1,273
|
Pound sterling
|
-
|
£2,026
|
|
€170
|
€3,659
|
|
|
|
Fixed rate bonds:
|
|
|
Euro
|
€1,783
|
€2,282
|
|
€1,783
|
€2,282
|
|
|
|
Convertible bond
|
|
|
Euro
|
€735
|
€605
|
|
€735
|
€605
|
|
|
|
Asset financed
liabilities
|
|
|
US dollar
|
$3,849
|
$3,285
|
Euro
|
€746
|
€542
|
Japanese yen
|
¥28,432
|
¥25,748
|
|
€4,427
|
€3,819
|
|
|
|
Lease liabilities
|
|
|
US dollar
|
$7,399
|
$7,621
|
Euro
|
€1,008
|
€1,239
|
Japanese yen
|
¥68,998
|
¥71,994
|
Pound sterling
|
£690
|
£620
|
|
€8,967
|
€9,619
|
|
|
|
Total interest-bearing
borrowings
|
€16,082
|
€19,984
|
27 Provisions
€ million
|
Restoration and handback provisions
|
Restructuring provisions
|
Employee
leaving indemnities and other employee related
provisions
|
Legal
claims and contractual disputes provisions
|
ETS
provisions
|
Other
provisions
|
Total
|
Net book value 1 January
2023
|
2,400
|
194
|
673
|
89
|
132
|
60
|
3,548
|
Provisions recorded during the
year
|
520
|
1
|
53
|
15
|
238
|
32
|
859
|
Reclassifications
|
4
|
-
|
-
|
(1)
|
-
|
(6)
|
(3)
|
Utilised during the
year
|
(338)
|
(82)
|
(35)
|
(9)
|
-
|
(32)
|
(496)
|
Extinguished during the
year
|
-
|
-
|
-
|
-
|
(98)
|
-
|
(98)
|
Release of unused
amounts
|
(68)
|
(21)
|
(2)
|
(15)
|
(26)
|
(1)
|
(133)
|
Unwinding of discount
|
78
|
2
|
23
|
-
|
-
|
-
|
103
|
Remeasurements
|
4
|
-
|
24
|
-
|
-
|
-
|
28
|
Exchange differences
|
(71)
|
-
|
(1)
|
3
|
1
|
-
|
(68)
|
Net book value 31 December
2023
|
2,529
|
94
|
735
|
82
|
247
|
53
|
3,740
|
Analysis:
|
|
|
|
|
|
|
|
Current
|
467
|
59
|
73
|
56
|
247
|
7
|
909
|
Non-current
|
2,062
|
35
|
662
|
26
|
-
|
46
|
2,831
|
|
2,529
|
94
|
735
|
82
|
247
|
53
|
3,740
|
Restoration and handback
provisions
Provisions for restoration and
handback costs are maintained to meet the contractual maintenance
and return conditions on aircraft held under lease. For those
obligations arising on inception of an aircraft lease, the
associated estimated cost is capitalised within the ROU asset. For
those obligations that arise through usage or through the passage
of time, the associated estimated costs are recognised in the
Income statement as the associated asset is used or through the
passage of time. The provision is long term in nature, typically
covering the leased asset term, which for aircraft is up to
12 years.
The provisions also include an
amount relating to leased land and buildings where restoration
costs are contractually required at the end of the lease. Such
costs are capitalised within ROU assets.
The provisions are determined by
discounting the future cash flows using pre-tax risk-free rates
specific to the tenor of the provision and the currency in which it
arises. The unwinding of the discounting of the provisions is
recorded as a finance cost in the Income statement (see note
9a).
Remeasurements arising from
changes in estimates relating to the effects of both discounting
and inflation are recorded in the Income statement to the extent
they relate to avoidable provisions or recorded as an adjustment to
the right of use asset (see note 14) for
those unavoidable provisions.
Where amounts are finalised and
the uncertainty relating to these provisions removed, the
associated liability is reclassified to either current or
non-current Other creditors, dependent on the expecting timing of
settlement.
Restructuring
provisions
The restructuring provision
includes provisions for voluntary redundancies including the
collective redundancy programme for Iberia's Transformation Plan
implemented prior to 2023, which provides for payments to affected
employees until they reach the statutory retirement age. The amount
provided for has been determined by an actuarial valuation made by
independent actuaries, and was based on the same assumptions as
those made to determine the provisions for obligations to flight
crew below, with the exception of the discount rate, which in this
case was 3.2 per cent. The payments
related to this provision will continue over the next six years.
At 31 December
2023, €88 million of this provision
related to collective redundancy programmes (2022: €185
million).
Employee leaving indemnities and
other employee related provisions
This provision includes employee
leaving indemnities relating to staff under various contractual
arrangements. As part of these provisions, the Group recognises
provisions relating to the Iberia flight crew (both pilots and
cabin crew):
• Pilots - under the relevant collective
bargaining agreement, pilots have the option at the age of 60 to
elect to: continue in full-time employment; being placed on reserve
and retaining their employment relationship until reaching the
statutory retirement age (referred to as 'active'); or
alternatively taking early retirement (referred to as 'inactive').
Additionally, and in certain cases, those pilots from the age of
55, may apply for retaining their employment relationship, but with
reduced activity (referred to as 'special leave'); and
• Cabin crew - under the relevant
collective bargaining agreement, cabin crew have the option at the
age of 62 to elect to: continue in full-time employment; being
transferred to active status; or being transferred to inactive
status. Additionally, and in certain cases, those cabin crew
employees from the age of 57, may apply for 'special
leave'.
The Group is required to
remunerate these employees until they reach the statutory
retirement age. In determining the provision to be recognised for
the proportion of employees that will elect either special leave or
to be inactive, the Group estimates a number of financial
assumptions, including, but not limited to: (i) medium to long-term
salary growth and inflation; (ii) the discount rate to apply; (iii)
the rate of public social security growth; (iv) mortality rates;
and (v) staff turnover.
The provision was re-assessed at
31 December 2023 with the use of
independent actuaries using the projected unit credit method, based
on a discount rate consistent with the iBoxx index of 3.17 per cent for active employees and 2.98 per cent for inactive employees (2022: iBoxx index of 3.72 per
cent and 3.50 per cent, respectively), the
PER_Col_2020.1er.orden. mortality tables,
and assuming contractual salary increases of up to 3.8 per cent in 2024 and
3.3 per cent in 2025 and then 2.0 per cent
per annum thereafter derived from increases in the Consumer Price
Index (CPI). At 31 December 2023, there
were a total of 5,179 flight crew
(31 December 2022: 4,827) eligible for making such elections when they
reach the age of 60. At 31 December 2023, there
were 479 employees who had not reached the age of retirement, and
eligible to elect for early retirement ('special leave') who had
elected to become inactive (31 December 2022: 426). In addition, at
31 December 2023, there were 25 employees having reached the age of
retirement, who had elected to become inactive (31 December 2022:
15).
At 31 December
2023, the average length of employment of the eligible
flight crew was 17 years (31 December 2022: 18 years).
This is mainly a long-term provision. Remeasurements in the
valuation of this provision are recorded in Other comprehensive
income. The amount relating to this provision was €677 million at 31 December
2023 (2022: €611 million).
Legal claims and contractual
disputes provisions
Legal claims and contractual
disputes provisions include:
• amounts for multi-party
claims from groups of employees on a number of matters related to
their employment, including claims for additional holiday pay and
for age discrimination;
• amounts related to ongoing
contractual disputes arising from the Group's operations;
and
• amounts related to
investigations by a number of competition authorities in connection
with alleged anti-competitive activity concerning the Group's
passenger and cargo businesses.
The final amount required to
settle the remaining claims and fines is subject to
uncertainty.
ETS provisions
ETS provisions relate to the
Emissions Trading Scheme for CO2 equivalent emitted on
flights within the EU, Switzerland and the UK and due to be extinguished in the year subsequent
to the reporting date through settlement with the relevant
authorities. See notes 2 and 4 for further information.
28 Contingent
liabilities
There are a number of legal and
regulatory proceedings against the Group in a number of
jurisdictions which at 31 December 2023,
where they could be reliably estimated, but excluding the Vueling
hand luggage matter detailed below, amounted to €58 million (31 December
2022: €11 million). The Group does
not consider it probable that there will be an outflow of economic
resources with regard to these proceedings and accordingly no
provisions have been recorded.
Contingent liabilities associated
with income taxes, deferred taxes and indirect taxes are presented
in note 10.
Included in contingent liabilities
is the following:
Air Europa Holdings acquisition break-fee
On 23 February 2023, the Group
entered into an agreement to acquire the remaining 80 per cent of
the share capital of Air Europa Holdings from Globalia that it had
not previously owned. The acquisition is
conditional on Globalia receiving approval from the syndicated
banks that provide the loan agreements that are partially
guaranteed by the Instituto de
Crédito Oficial (ICO) and Sociedad Estatal de Participaciones
Industriales (SEPI) in Spain. The acquisition is also
subject to approval by relevant competition authorities.
In the event that the relevant
approvals, detailed above, are not forthcoming within 24 months of
entering into the agreement or the Group terminates the agreement
at any time prior to completion, then the Group is required to pay
a break-fee to Globalia of €50 million. Under the agreement, this
24-month period can be extended, by mutual consent.
At 31 December
2023 and through to the date of the consolidated financial
statements, the Group considers that it is probable that the
acquisition will successfully complete and accordingly does not
consider it probable that the break-fee shall be paid. Given the
above the Group does not consider it appropriate to record a
provision for the break-fee.
Vueling commercial hand luggage policy
In the year ended 31 December
2023, Vueling received a number of information requests from the
Ministerio de Consumo
(Ministry of Consumer Affairs) in Spain, with regard to its
commercial hand luggage policy, for which Vueling complied with. On
12 January 2024, the Ministerio
de Consumo issued Vueling with a List of Charges asserting
that the Vueling commercial hand luggage policy infringes consumers
rights under Article 47.1 of Royal Legislative Decree 1/2007. While
the List of Charges notifies Vueling of its intention to sanction
the company for such infringements, it stipulates that the basis
for determining such penalties is subject to the provision of
further information by the company. Accordingly, it is not possible
to estimate reliably any exposure that may arise from this matter
until ongoing proceedings with the Ministerio de Consumo are further
progressed. The Group, with its advisors, has reviewed the
correspondence and List of Charges from the Ministerio de Consumo and considers it
has strong arguments to support its commercial hand luggage policy
and does not consider it probable that an adverse outcome will
result in the future. As such, the Group does not consider it
appropriate to record any provision. The Group expects further
developments on this matter during the remainder of
2024.
29 Financial risk management
objectives and policies
The Group is exposed to a variety
of financial risks: market risk (including fuel price risk, foreign
currency risk and interest rate risk), credit risk and liquidity
risk. The principal impacts of these on the financial statements
are discussed below:
a Fuel price risk
The Group is exposed to fuel price
risk. In order to mitigate such risk, under the Group's fuel price
risk management strategy a variety of over the counter derivative
instruments are entered into. The Group strategy is to hedge a
proportion of fuel consumption up to two years within the approved
hedging profile.
The following table demonstrates
the sensitivity of the Group's principal exposure to a reasonable
possible change in the fuel price, based on current market
volatility, with all other variables held constant on the profit
before tax and equity1. The sensitivity analysis has
been performed on fuel derivatives (both those designated in hedge
relationships and those not designated in hedge relationships) at
the reporting date only and is not reflective of the impact had the
sensitised rates been applied through the duration of the years to
31 December 2023 and 2022.
|
2023
|
|
|
|
2022
|
|
Increase/(decrease)
in fuel
price
per cent
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
|
Increase/(decrease)
in fuel
price
per cent
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
40
|
-
|
1,497
|
|
45
|
-
|
1,402
|
(40)
|
-
|
(1,526)
|
|
(45)
|
-
|
(1,200)
|
1 The sensitivity analysis on equity excludes the
sensitivity amounts recognised in the profit before tax.
During 2023, following a substantial recovery in the global
price of crude oil and jet fuel, which continues to be impacted by
geopolitical events, the fair value of
such net liability derivative instruments
was €115 million at 31
December 2023 (2022: net
asset of €87
million), representing a decrease of
€202 million since 1
January 2023. Of the carrying amount of the net liability at 31 December
2023, all (2022: all) of the associated
derivatives were designated within hedge
relationships.
b Foreign currency risk
The Group is exposed to foreign
currency risk on revenue, purchases and borrowings that are
denominated in a currency other than the functional currency of
each of the Group's operating companies, being pound sterling and
the euro. The currencies in which these transactions are
denominated are primarily US dollar, pound sterling and the euro.
The Group has a number of strategies to hedge foreign currency risk
including hedging a proportion of its foreign currency sales and
purchases for up to three years.
The following table demonstrates
the sensitivity of the Group's principal foreign exchange exposure
to a reasonable possible change in the US dollar, pound sterling
and Japanese yen exchange rates, based on current market
volatility, with all other variables held constant on the profit
before tax and equity1. The sensitivity analysis has
been performed on interest-bearing liabilities, lease liabilities
and derivatives (both those designated in hedge relationships and
those not designated in hedge relationships) denominated in foreign
currencies at the reporting date only and is not reflective of the
impact had the sensitised rates been applied through the duration
of the years to 31 December 2023 and
2022.
|
Strengthening/
(weakening) in US dollar rate
per cent
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
|
Strengthening/
(weakening) in pound
sterling
rate
per cent
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
|
Strengthening/
(weakening) in Japanese yen rate
per cent
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
2023
|
20
|
343
|
1,005
|
|
20
|
6
|
262
|
|
20
|
(50)
|
(64)
|
|
(20)
|
(346)
|
(1,159)
|
|
(20)
|
(8)
|
(262)
|
|
(20)
|
50
|
64
|
|
|
|
|
|
|
|
|
|
|
|
|
2022
|
20
|
904
|
1,299
|
|
20
|
(20)
|
241
|
|
20
|
(58)
|
(70)
|
|
(20)
|
(922)
|
(1,161)
|
|
(20)
|
18
|
(241)
|
|
(20)
|
58
|
70
|
1 The sensitivity analysis
on equity, excludes the sensitivity amounts recognised in the
profit before tax.
At 31 December
2023, the fair value of foreign currency net liability derivative instruments was €357 million (2022: net
asset of €108
million), representing a decrease of
€465 million since 1
January 2023. These comprise both derivatives designated in
hedge relationships and those derivatives that are not designated
in a hedge relationship at inception. Of the carrying amount of the
net liability at 31
December 2023, €151 million
(2022: net asset of €96 million) of the associated derivatives were
designated within hedge relationships. Those derivatives not
designated in a hedge relationship on inception have their
mark-to-market movements recorded directly in the Income statement
and recognised within Net currency retranslation
credits/(charges).
c Interest rate risk
The Group is exposed to changes in
interest rates on debt and on cash deposits. In order to mitigate
the interest rate risk, the Group's policies allow a variety of
over the counter derivative instruments to be entered
into.
The following table demonstrates
the sensitivity of the Group's interest rate exposure to a
reasonable possible change in the US dollar, euro and sterling
interest rates, based on expectations regarding forward rate
movements, on the profit before tax and equity1. The
sensitivity analysis has been performed on interest rate
derivatives (both those designated in hedge relationships and those
not designated in hedge relationships) at the reporting date only
and is not reflective of the impact had the sensitised rates been
applied through the duration of the years to 31
December 2023 and 2022.
|
Strengthening/
(weakening) in
US
interest
rate
Basis
points
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
|
Strengthening/
(weakening) in
euro
interest
rate
Basis
points
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
|
Strengthening/
(weakening) in sterling interest
rate
Basis
points
|
Effect
on profit
before
tax
€
million
|
Effect
on
equity
€
million
|
2023
|
100
|
-
|
-
|
|
100
|
(12)
|
16
|
|
100
|
-
|
-
|
|
(100)
|
-
|
-
|
|
(100)
|
12
|
(16)
|
|
(100)
|
-
|
-
|
|
|
|
|
|
|
|
|
|
|
|
|
2022
|
150
|
-
|
6
|
|
150
|
5
|
17
|
|
150
|
(35)
|
-
|
|
(150)
|
-
|
(7)
|
|
(150)
|
(4)
|
(17)
|
|
(150)
|
35
|
-
|
1 The sensitivity analysis
on equity excludes the sensitivity amounts recognised in the profit
before tax.
At 31 December
2023, the fair value of interest rate net asset derivative instruments was €28
million (2022: net asset of €60 million), representing a decrease
of €32 million since 1 January 2023. Of the carrying amount
of net asset at 31
December 2023, all (2022: all) of
the associated derivatives were designated within hedge
relationships.
d Credit risk
Credit risk is the risk that a
counterparty will not meet its obligations under a financial
instrument or customer contract, leading to a financial loss. The
Group is exposed to credit risk from its financing activities,
including deposits with banks and financial institutions, foreign
exchange transactions and other financial instruments. The Group
has policies and procedures to monitor the risk by assigning limits
to each counterparty by underlying exposure and by operating
company and by only entering into transactions with counterparties
with a very low credit risk.
At each period end, the Group
assesses the effect of counterparties' and the Group's own credit
risk on the fair value of derivatives and any ineffectiveness
arising is immediately recognised in the Income statement within
Other non-operating credits.
e Counterparty risk
The Group is exposed to the
non-performance by its counterparties in respect of financial
assets receivable. The Group has policies and procedures to monitor
the risk by assigning limits to each counterparty by underlying
exposure and by operating company. The underlying exposures
are monitored on a daily basis and the overall exposure limit by
counterparty is periodically reviewed by using available market
information.
The financial assets recognised in
the financial statements, net of impairment losses (if any),
represent the Group's maximum exposure to credit risk, without
taking into account any guarantees in place or other credit
enhancements.
At 31 December
2023 the Group's credit risk position, allocated by region,
in respect of treasury managed cash and derivatives was as
follows:
|
Mark-to-market of treasury controlled financial
instruments allocated by geography
|
Region
|
2023
|
2022
|
United Kingdom
|
55
%
|
51
%
|
Spain
|
-
%
|
1
%
|
Ireland
|
16
%
|
20
%
|
Rest of eurozone
|
24
%
|
27
%
|
Rest of world
|
5
%
|
1
%
|
f Liquidity risk
The Group invests cash in
interest-bearing accounts, time deposits and money market funds,
choosing instruments with appropriate maturities or liquidity to
retain sufficient headroom to readily generate cash inflows
required to manage liquidity risk. The Group has also committed
revolving credit facilities.
At 31 December
2023, the Group had undrawn overdraft facilities of
€53 million (2022: €53
million).
The Group held the following
undrawn general and committed aircraft financing
facilities:
|
2023
|
Million
|
Currency
|
€
equivalent
|
General facilities1
|
|
|
Euro facilities expiring between
March and May 2024
|
€87
|
87
|
Euro facility expiring March
20252
|
€350
|
350
|
US dollar facilities expiring
March 2025 and March 20262
|
$1,755
|
1,605
|
Pound sterling facilities expiring
November 2026 and September 20282
|
£2,000
|
2,317
|
|
|
4,359
|
Committed aircraft facilities
|
|
|
US dollar facilities expiring
between June and July 20244
|
$410
|
375
|
|
|
375
|
|
2022
|
Million
|
Currency
|
€
equivalent
|
General facilities1
|
|
|
Euro facilities expiring between
January and March 2023
|
€87
|
87
|
US dollar facility expiring
November 2023
|
$50
|
47
|
Euro facility expiring March
20252
|
€300
|
300
|
US dollar facility expiring March
20252
|
$1,755
|
1,654
|
Pound sterling facility expiring
November 20262
|
£1,000
|
1,143
|
|
|
3,231
|
Committed aircraft facilities
|
|
|
US dollar facilities expiring
between February and September 20233
|
$386
|
364
|
US dollar facility expiring April
20233
|
$273
|
257
|
US dollar facilities expiring
between October 2023 and March 20244
|
$525
|
495
|
|
|
1,116
|
1 The general facilities can
be drawn at any time at the discretion of the Group subject to the
provision of up to three days' notice of the intended utilisation,
depending on the facility.
2 Further information
regarding these facilities is given in note 26b.
3 The aircraft facilities
that matured in 2023 were available for
specific committed aircraft deliveries.
4 The aircraft facilities
maturing between June 2024 and July 2024
(2022: maturing between October 2023 and March 2024)
are available for specific committed aircraft deliveries.
The following table analyses the
Group's (outflows) and inflows in respect of financial liabilities
and derivative financial instruments into relevant maturity
groupings based on the remaining period at 31 December to the
contractual maturity date. The amounts disclosed in the table are
the contractual undiscounted cash flows and include
interest.
€ million
|
Within 6
months
|
6-12
months
|
1-2
years
|
2-5
years
|
More
than 5 years
|
Total
2023
|
Interest-bearing loans and
borrowings:
|
|
|
|
|
|
|
Asset financing
liabilities
|
(241)
|
(230)
|
(448)
|
(1,317)
|
(3,195)
|
(5,431)
|
Lease liabilities
|
(1,303)
|
(864)
|
(1,546)
|
(3,798)
|
(5,017)
|
(12,528)
|
Fixed rate borrowings
|
(59)
|
(16)
|
(588)
|
(1,513)
|
(726)
|
(2,902)
|
Floating rate
borrowings
|
(15)
|
(38)
|
(27)
|
(42)
|
-
|
(122)
|
Trade and other
payables
|
(5,590)
|
-
|
(219)
|
-
|
-
|
(5,809)
|
Derivative financial instruments
(assets):
|
|
|
|
|
|
|
Interest rate
derivatives
|
12
|
9
|
8
|
4
|
1
|
34
|
Foreign exchange
contracts
|
35
|
17
|
6
|
-
|
-
|
58
|
Fuel derivatives
|
5
|
4
|
26
|
-
|
-
|
35
|
Derivative financial instruments
(liabilities):
|
|
|
|
|
|
|
Interest rate
derivatives
|
(1)
|
(1)
|
(1)
|
(1)
|
-
|
(4)
|
Foreign exchange
contracts
|
(206)
|
(179)
|
(38)
|
-
|
-
|
(423)
|
Fuel derivatives
|
(42)
|
(43)
|
(35)
|
(39)
|
-
|
(159)
|
31 December 2023
|
(7,405)
|
(1,341)
|
(2,862)
|
(6,706)
|
(8,937)
|
(27,251)
|
€ million
|
Within 6
months
|
6-12
months
|
1-2
years
|
2-5
years
|
More
than 5 years
|
Total
2022
|
Interest-bearing loans and
borrowings:
|
|
|
|
|
|
|
Asset financing
liabilities
|
(196)
|
(190)
|
(374)
|
(1,081)
|
(2,823)
|
(4,664)
|
Lease liabilities
|
(955)
|
(1,050)
|
(2,120)
|
(3,374)
|
(5,295)
|
(12,794)
|
Fixed rate borrowings
|
(64)
|
(523)
|
(78)
|
(1,242)
|
(757)
|
(2,664)
|
Floating rate
borrowings
|
(227)
|
(146)
|
(455)
|
(3,191)
|
-
|
(4,019)
|
Trade and other
payables
|
(5,209)
|
-
|
(200)
|
-
|
-
|
(5,409)
|
Derivative financial instruments
(assets):
|
|
|
|
|
|
|
Interest rate
derivatives
|
42
|
9
|
12
|
9
|
-
|
72
|
Foreign exchange
contracts
|
245
|
195
|
46
|
-
|
-
|
486
|
Fuel derivatives
|
122
|
62
|
13
|
-
|
-
|
197
|
Derivative financial instruments
(liabilities):
|
|
|
|
|
|
|
Interest rate
derivatives
|
(4)
|
(1)
|
(1)
|
(3)
|
-
|
(9)
|
Foreign exchange
contracts
|
(185)
|
(121)
|
(68)
|
-
|
-
|
(374)
|
Fuel derivatives
|
(42)
|
(59)
|
(10)
|
-
|
-
|
(111)
|
31 December 2022
|
(6,473)
|
(1,824)
|
(3,235)
|
(8,882)
|
(8,875)
|
(29,289)
|
g Offsetting financial assets and
liabilities
The Group enters into derivative
transactions under ISDA (International Swaps and Derivatives
Association) documentation. In general, under such agreements the
amounts owed by each counterparty on a single day in respect of all
transactions outstanding are aggregated into a single net amount
that is payable by one party to the other.
The following financial assets and
liabilities are subject to offsetting, enforceable master netting
arrangements and similar agreements.
31 December 2023
€ million
|
Gross
value of financial instruments
|
Gross
amounts set off in the Balance sheet1
|
Net
amounts of financial instruments in the Balance sheet
|
|
Related
amounts not offset in the Balance sheet1
|
Net
amount
|
Financial assets
|
|
|
|
|
|
|
Derivative financial
assets
|
151
|
(28)
|
123
|
|
(2)
|
121
|
|
|
|
|
|
|
|
Financial liabilities
|
|
|
|
|
|
|
Derivative financial
liabilities
|
595
|
(28)
|
567
|
|
(2)
|
565
|
1 The Group has pledged cash
and cash equivalents as collateral against certain of its
derivative financial liabilities. As 31 December
2023, the Group recognised €nil of
collateral (2022: €nil) offset in the balance sheet and €2 million (2022:
€5 million) not offset in the Balance
sheet.
31 December 2022
€ million
|
Gross
value of financial instruments
|
Gross
amounts set off in the Balance sheet
|
Net
amounts of financial instruments in the Balance sheet
|
|
Related
amounts not offset in the Balance sheet
|
Net
amount
|
Financial assets
|
|
|
|
|
|
|
Derivative financial
assets
|
760
|
(34)
|
726
|
|
(5)
|
721
|
|
|
|
|
|
|
|
Financial liabilities
|
|
|
|
|
|
|
Derivative financial
liabilities
|
505
|
(34)
|
471
|
|
(5)
|
466
|
h Capital risk
management
The Group's objectives when
managing capital are to safeguard the Group's ability to continue
as a going concern, to maintain an optimal capital structure, to
reduce the cost of capital and to provide returns to
shareholders.
The Group monitors capital on the
basis of the net debt to EBITDA before exceptional items ratio. For
the year to 31 December 2023, the net debt
to EBITDA before exceptional items was 1.7
times (2022: 3.1
times). The definition and calculation for this performance measure
is included in the Alternative performance measures
section.
Further detail on liquidity and
capital resources and capital risk management is disclosed in the
going concern section in note 2.
30 Financial
instruments
a Financial assets and liabilities
by category
The detail of the Group's
financial instruments at 31 December 2023
and 31 December 2022 by nature and
classification for measurement purposes is as follows:
31 December 2023
|
Financial assets
|
|
|
€ million
|
Amortised cost
|
Fair
value
through
Other comprehensive income
|
Fair
value through Income statement
|
Non-financial assets
|
Total
carrying
amount by
balance
sheet item
|
Non-current assets
|
|
|
|
|
|
Other equity
investments
|
-
|
188
|
-
|
-
|
188
|
Derivative financial
instruments
|
-
|
-
|
42
|
-
|
42
|
Other non-current
assets
|
211
|
-
|
-
|
221
|
432
|
|
|
|
|
|
|
Current assets
|
|
|
|
|
|
Trade receivables
|
1,559
|
-
|
-
|
-
|
1,559
|
Other current assets
|
545
|
-
|
-
|
1,029
|
1,574
|
Derivative financial
instruments
|
-
|
-
|
81
|
-
|
81
|
Other current interest-bearing
deposits
|
1,396
|
-
|
-
|
-
|
1,396
|
Cash and cash
equivalents
|
5,441
|
-
|
-
|
-
|
5,441
|
|
|
Financial liabilities
|
|
|
€ million
|
|
Amortised cost
|
Fair
value through
Income
statement
|
Non-financial
liabilities
|
Total
carrying
amount by
balance
sheet item
|
Non-current liabilities
|
|
|
|
|
|
Lease liabilities
|
|
7,141
|
-
|
-
|
7,141
|
Interest-bearing long-term
borrowings
|
|
5,964
|
726
|
-
|
6,690
|
Derivative financial
instruments
|
|
-
|
106
|
-
|
106
|
Other long-term
liabilities
|
|
151
|
-
|
68
|
219
|
|
|
|
|
|
|
Current liabilities
|
|
|
|
|
|
Lease liabilities
|
|
1,826
|
-
|
-
|
1,826
|
Current portion of long-term
borrowings
|
|
416
|
9
|
-
|
425
|
Trade and other
payables
|
|
5,198
|
-
|
392
|
5,590
|
Derivative financial
instruments
|
|
-
|
461
|
-
|
461
|
31 December 2022
|
Financial assets
|
|
|
€ million
|
Amortised cost
|
Fair
value
through
Other comprehensive income
|
Fair
value through Income statement
|
Non-financial assets
|
Total
carrying
amount by
balance
sheet item
|
Non-current assets
|
|
|
|
|
|
Other equity
investments
|
-
|
55
|
-
|
-
|
55
|
Derivative financial
instruments
|
-
|
-
|
81
|
-
|
81
|
Other non-current
assets
|
180
|
-
|
-
|
182
|
362
|
|
|
|
|
|
|
Current assets
|
|
|
|
|
|
Trade receivables
|
1,330
|
-
|
-
|
-
|
1,330
|
Other current assets
|
308
|
-
|
-
|
918
|
1,226
|
Derivative financial
instruments
|
-
|
-
|
645
|
-
|
645
|
Other current interest-bearing
deposits
|
403
|
-
|
-
|
-
|
403
|
Cash and cash
equivalents
|
9,196
|
-
|
-
|
-
|
9,196
|
|
|
Financial liabilities
|
|
|
€ million
|
|
Amortised cost
|
Fair
value through
Income
statement
|
Non-financial
liabilities
|
Total
carrying
amount by
balance
sheet item
|
Non-current liabilities
|
|
|
|
|
|
Lease liabilities
|
|
7,853
|
-
|
-
|
7,853
|
Interest-bearing long-term
borrowings
|
|
8,692
|
596
|
-
|
9,288
|
Derivative financial
instruments
|
|
-
|
84
|
-
|
84
|
Other long-term
liabilities
|
|
131
|
-
|
69
|
200
|
|
|
|
|
|
|
Current liabilities
|
|
|
|
|
|
Lease liabilities
|
|
1,766
|
-
|
-
|
1,766
|
Current portion of long-term
borrowings
|
|
1,068
|
9
|
-
|
1,077
|
Trade and other
payables
|
|
4,898
|
-
|
311
|
5,209
|
Derivative financial
instruments
|
|
-
|
387
|
-
|
387
|
b Fair value of financial assets
and financial liabilities
The fair values of the Group's
financial instruments are disclosed in hierarchy levels depending
on the nature of the inputs used in determining the fair values and
using the following methods and assumptions:
Level 1: Quoted prices
(unadjusted) in active markets for identical assets and
liabilities. A market is regarded as active if quoted prices are
readily and regularly available from an exchange, dealer, broker,
industry group, pricing service, or regulatory agency, and those
prices represent actual and regularly occurring market transactions
on an arm's length basis. Level 1 methodologies (market values at
the balance sheet date) were used to determine the fair value of
listed asset investments classified as equity investments and
listed interest-bearing borrowings. The fair value of financial
liabilities and financial assets incorporates own credit risk and
counterparty credit risk, respectively.
Level 2: Inputs other than quoted
prices included within Level 1 that are observable for the asset or
liability, either directly or indirectly. The fair value of
financial instruments that are not traded in an active market is
determined by valuation techniques. These valuation techniques
maximise the use of observable market data where it is available
and rely as little as possible on entity-specific
estimates.
Derivative instruments are
measured based on the market value of instruments with similar
terms and conditions using forward pricing models, which include
forward exchange rates, forward interest rates, forward fuel curves
and corresponding volatility surface data at the reporting date.
The fair value of the principal derivative financial assets and
liabilities are determined as follows, incorporating adjustments
for own credit risk and counterparty credit risk:
• commodity reference
contracts including swaps and options transactions, referenced
to: (i) CIF NWE cargoes jet fuel; (ii) ICE
Gasoil; (iii) ICE Brent; (iv) ICE Gasoil Brent crack; (v) Jet
Differential and (vi) Jet fuel Brent crack - the mark-to-market
valuation prices are determined by reference to current forward
curve and standard option pricing valuation models, values are
discounted to the reporting date based on the corresponding
interest rate;
• currency forward and
option contracts - by reference to current forward prices and
standard option pricing valuation models, values are discounted to
the reporting date based on the corresponding interest rate;
and
• interest rate swap
contracts - by discounting the future cash flows of the swap
contracts at market interest rate valued with the current forward
curve.
The fair value of the Group's
interest-bearing borrowings, excluding lease liabilities, is
determined by discounting the remaining contractual cash flows at
the relevant market interest rates at the balance sheet date. The
fair value of the Group's interest-bearing borrowings is adjusted
for own credit risk.
Level 3: Inputs for the asset or
liability that are not based on observable market data. The
principal method of such valuation is performed using a valuation
model that considers the present value of the dividend cash flows
expected to be generated by the associated assets. For other equity
investments where cash flow information is not available, an
adjusted net asset method is applied. For the methodology in the
determination of the fair value of the investment in Air Europa
Holdings, see note 19.
The fair value of cash and cash
equivalents, other current interest-bearing deposits, trade
receivables, other current assets and trade and other payables
approximate their carrying value largely due to the short-term
maturities of these instruments.
The carrying amounts and fair
values of the Group's financial assets and liabilities at
31 December 2023 are as
follows:
|
Fair
value
|
|
Carrying
value
|
€ million
|
Level
1
|
Level
2
|
Level
3
|
Total
|
|
Total
|
Financial assets
|
|
|
|
|
|
|
Other equity
investments
|
1
|
-
|
187
|
188
|
|
188
|
Other non-current financial
assets
|
-
|
12
|
-
|
12
|
|
25
|
Derivative financial
assets:
|
|
|
|
|
|
|
Interest rate
swaps1
|
-
|
32
|
-
|
32
|
|
32
|
Foreign exchange
contracts1
|
-
|
58
|
-
|
58
|
|
58
|
Fuel
derivatives1
|
-
|
33
|
-
|
33
|
|
33
|
|
|
|
|
|
|
|
Financial liabilities
|
|
|
|
|
|
|
Interest-bearing loans and
borrowings:
|
|
|
|
|
|
|
Asset financed
liabilities
|
-
|
3,900
|
-
|
3,900
|
|
4,427
|
Fixed rate borrowings
|
2,429
|
53
|
-
|
2,482
|
|
2,574
|
Floating rate
borrowings
|
-
|
111
|
-
|
111
|
|
114
|
Derivative financial
liabilities:
|
|
|
|
|
|
|
Interest rate
derivatives2
|
-
|
4
|
-
|
4
|
|
4
|
Foreign exchange
contracts2
|
-
|
415
|
-
|
415
|
|
415
|
Fuel
derivatives2
|
-
|
148
|
-
|
148
|
|
148
|
1 Current portion of
derivative financial assets is €81
million.
2 Current portion of
derivative financial liabilities is €461
million.
The carrying amounts and fair
values of the Group's financial assets and liabilities at 31
December 2022 are set out below:
|
Fair
value
|
|
Carrying
value
|
€ million
|
Level
1
|
Level
2
|
Level
3
|
Total
|
|
Total
|
Financial assets
|
|
|
|
|
|
|
Other equity
investments
|
-
|
-
|
55
|
55
|
|
55
|
Other non-current financial
assets
|
-
|
20
|
-
|
20
|
|
31
|
Derivative financial
assets:
|
|
|
|
|
|
|
Interest rate
swaps1
|
-
|
66
|
-
|
66
|
|
66
|
Foreign exchange
contracts1
|
-
|
467
|
-
|
467
|
|
467
|
Fuel
derivatives1
|
-
|
193
|
-
|
193
|
|
193
|
|
|
|
|
|
|
|
Financial liabilities
|
|
|
|
|
|
|
Interest-bearing loans and
borrowings:
|
|
|
|
|
|
|
Asset financed
liabilities
|
-
|
2,925
|
-
|
2,925
|
|
3,819
|
Fixed rate borrowings
|
2,538
|
72
|
-
|
2,610
|
|
2,967
|
Floating rate
borrowings
|
-
|
3,419
|
-
|
3,419
|
|
3,579
|
Derivative financial
liabilities:
|
|
|
|
|
|
|
Interest rate
derivatives2
|
-
|
6
|
-
|
6
|
|
6
|
Foreign exchange
contracts2
|
-
|
359
|
-
|
359
|
|
359
|
Fuel
derivatives2
|
-
|
106
|
-
|
106
|
|
106
|
1 Current portion of
derivative financial assets is €645
million.
2 Current portion of
derivative financial liabilities is €387
million.
Financial assets, other equity
instruments, financial liabilities and derivative financial assets
and liabilities are all measured at fair value in the consolidated
financial statements. Interest-bearing borrowings, with the
exception of the €825 million convertible bond due 2028 which is
measured at fair value, are measured at amortised cost.
c Level 3 financial assets
reconciliation
The following table summarises key
movements in Level 3 financial assets:
€ million
|
2023
|
2022
|
Opening balance for the
year
|
55
|
31
|
Additions - other
|
5
|
2
|
Addition of Air Europa
Holdings
|
-
|
22
|
Transfers to Level 1 financial
assets
|
(1)
|
-
|
Net gains recognised in Other
comprehensive income
|
128
|
2
|
Net losses recognised in the
Income statement
|
-
|
(2)
|
Closing balance for the
year
|
187
|
55
|
For details regarding the
valuation of Air Europa Holdings, see note 19.
During the year to 31 December 2023, the Group recorded a transfer of an
Other equity instrument of €1 million from
Level 3 to Level 1 following the public listing of the associated
investment. There have been no other transfers between levels of the fair value hierarchy during the
year.
d Hedges
Cash flow hedges
At 31 December
2023, the Group's principal risk management activities that
were hedging future forecast transactions were:
• foreign exchange
contracts, hedging foreign currency exchange risk on cash inflows
and certain operational payments. Remeasurement gains and losses on
the derivatives are (i) recognised in equity and transferred to the
Income statement, where the hedged item is recorded directly in the
Income statement, to the same caption as the underlying hedged item
is classified; (ii) recognised in equity and transferred to the
Balance sheet, where the hedged item is a non-financial asset or
liability, are recorded to the Balance sheet to the same caption as
the hedged item is recognised; and (iii) recognised in equity and
transferred to the Income statement, where the hedged item is a
financial asset or liability, at the same time as the financial
asset or liability is recorded in the Income statement.
Reclassification gains and losses on derivatives, arising from the
discontinuance of hedge accounting, are recognised in the Income
statement when the future transaction is no longer expected to
occur and recorded in the relevant Income statement caption to
which the hedged item is classified;
• crude, gas oil and jet
kerosene derivative contracts, hedging price risk on fuel
expenditure. Remeasurement gains and losses on the derivatives are:
(i) recognised in equity and transferred to the Income statement
within Fuel, oil costs and emissions charges to match against the
related fuel cash outflow, where the underlying hedged item does
not give rise to the recognition of fuel inventory; and (ii)
recognised in equity and transferred to the Balance sheet within
Inventory, where the underlying hedged item is fuel inventory.
Gains and losses recorded within Inventory are recognised in the
Income statement when the underlying fuel inventory is consumed,
within Fuel, oil costs and emission charges. Reclassification gains
and losses on derivatives, arising from the discontinuance of hedge
accounting, are recognised in the Income statement within Fuel, oil
costs and emissions charges when the future transaction is no
longer expected to occur;
• interest rate contracts,
hedging interest rate risk on floating rate debt and certain
operational payments. Remeasurement gains and losses on the
derivatives are recognised in equity and transferred to the Income
statement within Interest expense; and
• future loan repayments
denominated in foreign currency are designated in a hedge
relationship hedging foreign exchange fluctuations on revenue cash
inflows. Remeasurement gains and losses on the associated loans are
recognised in equity and transferred to the Balance sheet, where
the hedged item is a non-financial asset or liability when the loan
repayments are made (generally in instalments over the life of the
loan).
The amounts included in equity are
summarised below:
Losses/(gains) in respect of cash flow hedges included
within equity
€ million
|
2023
|
2022
|
Loan repayments to hedge future
revenue
|
22
|
87
|
Foreign exchange contracts to
hedge future revenue and expenditure1
|
94
|
(178)
|
Crude, gas oil and jet kerosene
derivative contracts1
|
67
|
(127)
|
Derivatives used to hedge interest
rates1
|
(1)
|
(46)
|
Instruments for which hedge
accounting no longer applies1,
2
|
123
|
213
|
|
305
|
(51)
|
Related deferred tax
(credit)/charge
|
(75)
|
20
|
Total amount included within
equity
|
230
|
(31)
|
1 The carrying value of
derivative instruments recognised in assets and liabilities is
analysed in parts a and b above.
2 Relates to previously
terminated hedge relationships for which the underlying forecast
transactions remain expected to occur.
Notional amounts of significant
financial instruments used as cash flow hedging
instruments:
Notional principal
amounts
(€ million)
|
Average
hedge rate
|
Hedge
range
|
Within
1
year
|
1-2
years
|
2-5
years
|
5+
years
|
Total 31
December 2023
|
Foreign exchange contracts to
hedge future revenue and expenditure from US dollars to pound
sterling1
|
1.21
|
1.05 to 1.35
|
3,147
|
1,239
|
-
|
-
|
4,386
|
Foreign exchange contracts to
hedge future revenue and expenditure from US dollars to
euros1
|
1.00
|
0.86 to 1.24
|
2,458
|
939
|
305
|
-
|
3,702
|
Foreign exchange contracts to
hedge future revenue and expenditure from euros to pound
sterling1
|
1.21
|
1.07 to 1.42
|
479
|
375
|
357
|
124
|
1,335
|
Fuel commodity price contracts to
hedge future US dollar fuel expenditure2
|
722
|
489 to 1,200
|
5,425
|
1,948
|
980
|
-
|
8,353
|
Interest rate contracts to hedge
future interest expenditure3,
4
|
1.83
|
(0.06) to 3.90
|
2,127
|
912
|
493
|
2
|
|
1 Expenditure includes both operating and capital
expenditure.
2 Notional amounts of fuel
commodity price hedging instruments represent 10.0 million metric tonnes of jet fuel equivalent and
the hedge range is expressed as the US dollar price per metric
tonne, which for those products typically priced in barrels, has
been determined using a conversion factor of 7.88.
3 The
hedge range for interest rate contracts is expressed as a
percentage.
4 The notional amounts of
interest rate contracts at 31 December 2023 were €1,354 million.
Amounts included reflect the notional amortising amounts
outstanding at the end of each period and align with the profiles
of the underlying hedged items.
Notional principal
amounts
(€ million)
|
Average
hedge rate
|
Hedge
range
|
Within
1
year
|
1-2
years
|
2-5
years
|
5+
years
|
Total 31
December 2022
|
Foreign exchange contracts to
hedge future revenue and expenditure from US dollars to pound
sterling1
|
1.23
|
1.05 to 1.45
|
3,582
|
1,355
|
-
|
-
|
4,937
|
Foreign exchange contracts to
hedge future revenue and expenditure from US dollars to
euros1
|
1.08
|
0.91 to 1.26
|
2,578
|
1,318
|
-
|
-
|
3,896
|
Foreign exchange contracts to
hedge future revenue and expenditure from euros to pound
sterling1
|
1.23
|
1.00 to 1.42
|
371
|
406
|
458
|
14
|
1,249
|
Fuel commodity price contracts to
hedge future US dollar fuel expenditure2
|
718
|
416 to 2,200
|
2,935
|
331
|
-
|
-
|
3,266
|
Interest rate contracts to hedge
future interest expenditure3,
4
|
1.04
|
(0.03) to 3.13
|
2,360
|
504
|
238
|
9
|
|
1 Expenditure includes both
operating and capital expenditure.
2 Notional amounts of fuel
commodity price hedging instruments represent 5.4 million metric tonnes of jet fuel equivalent and
the hedge range is expressed as the US dollar price per metric
tonne, which for those products typically priced in barrels, has
been determined using a conversion factor of 7.88.
3 The
hedge range for interest rate contracts is expressed as a
percentage.
4 The notional amounts of
interest rate contracts at 31 December 2022 were €1,703 million.
Amounts included reflect the notional amortising amounts
outstanding at the end of each period and align with the profiles
of the underlying hedged items.
Movements recorded in the cash
flow hedge reserve
|
Amounts
recognised in the Income statement
|
|
|
For the year to 31 December
2023
(€ million)
|
Ineffectiveness1
|
Discontinuance of hedge accounting
|
Reclassified to the Income statement
|
Total
recognised movements
|
Fair
value movements recognised in Other comprehensive
income2
|
Amounts
transferred to the Balance sheet
|
Foreign exchange contracts to
hedge future revenue and expenditure
|
(1)
|
-
|
31
|
30
|
234
|
3
|
Crude, gas oil and jet kerosene
derivative contracts
|
9
|
-
|
99
|
108
|
71
|
13
|
Derivatives used to hedge interest
rates
|
-
|
-
|
48
|
48
|
(3)
|
-
|
Loan repayments to hedge future
revenue
|
-
|
-
|
-
|
-
|
(47)
|
(18)
|
Instruments for which hedge
accounting no longer applies
|
-
|
-
|
-
|
-
|
-
|
(92)
|
|
8
|
-
|
178
|
186
|
255
|
(94)
|
Related deferred tax
|
|
|
|
(44)
|
(60)
|
10
|
Total movements recorded in the
cash flow hedge reserve
|
|
|
|
142
|
195
|
(84)
|
|
Amounts
recognised in the Income statement
|
|
|
For the year to 31 December
2022
(€ million)
|
Ineffectiveness1
|
Discontinuance of hedge accounting
|
Reclassified to the Income statement
|
Total
recognised movements
|
Fair
value movements recognised in Other comprehensive
income2
|
Amounts
transferred to the Balance sheet
|
Foreign exchange contracts to
hedge future revenue and expenditure
|
-
|
29
|
228
|
257
|
(525)
|
43
|
Crude, gas oil and jet kerosene
derivative contracts
|
19
|
-
|
1,299
|
1,318
|
(1,249)
|
66
|
Derivatives used to hedge interest
rates
|
-
|
-
|
(12)
|
(12)
|
(95)
|
-
|
Loan repayments to hedge future
revenue
|
-
|
-
|
-
|
-
|
(1)
|
(7)
|
Instruments for which hedge
accounting no longer applies
|
-
|
-
|
-
|
-
|
-
|
(27)
|
|
19
|
29
|
1,515
|
1,563
|
(1,870)
|
75
|
Related deferred tax
|
|
|
|
(330)
|
398
|
(1)
|
Total movements recorded in the
cash flow hedge reserve
|
|
|
|
1,233
|
(1,472)
|
74
|
1 Ineffectiveness recognised
in the Income statement is presented as Realised and Unrealised
gains and losses on derivatives not qualifying for hedge accounting
within non-operating items.
2 Amounts recognised in
Other comprehensive income represent gains and losses on the
hedging instrument.
Discontinuance of hedge
accounting
The losses associated with the
discontinuance of hedge accounting recognised in the Income
statement and the subsequent fair value movements of those
derivative instruments recorded in the Income statement through to
the earlier of the reporting date and the maturity date of the
derivative are set out below:
€ million
|
2023
|
2022
|
Losses associated with the
discontinuance of hedge accounting recognised in the Income
statement
|
-
|
(29)
|
Fair value movements subsequently
recorded in the Income statement
|
-
|
-
|
Total effect of discontinuance of
hedge accounting in the Income statement
|
-
|
(29)
|
Fair value hedges
At 31 December 2023, the Group's
principal risk management activities associated with fair value
hedging were related to interest rate contracts hedging the fair
value risk on fixed rate lease liabilities. Remeasurement gains and losses on both the derivatives and
the host financial liability are recognised in Income statement
within Other non-operating credits.
The carrying values of the hedged
items and hedging instruments of the Group's fair value hedges at
31 December 2023 are as
follows:
€ million
|
2023
|
2022
|
Carrying value of lease
liabilities to which fair value hedging has been applied (hedged
items)1
|
(65)
|
-
|
Carrying amount of the interest
rate derivatives (hedging instruments)
|
(4)
|
-
|
Accumulated amount of fair value
hedge adjustments on the hedged item included in the carrying
amount of the hedged item
|
(2)
|
-
|
Change in value used for
calculating hedge ineffectiveness
|
3
|
-
|
1 Hedged items included in
the fair value hedges are presented within Borrowings in the
Balance sheet and in note 26.
31 Share capital, share premium
and treasury shares
Allotted, called up and fully
paid
|
Number
of shares
'000s
|
Ordinary
share capital
€
million
|
Share
premium
€
million
|
31 December 2022: Ordinary shares
of €0.10 each
|
4,971,476
|
497
|
7,770
|
31 December 2023: Ordinary shares
of €0.10 each
|
4,971,476
|
497
|
7,770
|
a Treasury shares
During the year to 31 December 2023, the Group purchased 42.0 million shares at a weighted average share price
of €1.83 per share totalling €77 million, which are held as Treasury shares.
A total of 3.3 million shares (2022: 8.1 million)
were issued to employees during the year as a result of vesting of
employee share schemes. At 31 December 2023 the Group held 55.8
million shares (2022: 17.1 million) which represented 1.12 per cent
(2022: 0.34 per cent) of the issued share capital of the
Company.
32 Share-based payments
The Group operates share-based
payment schemes as part of the total remuneration package provided
to employees. These schemes comprise both share option schemes
where employees acquire shares at an option price and share award
plans whereby shares are issued to employees at no cost, subject to
the achievement by the Group of specified performance
targets.
a IAG Performance Share
Plan
The IAG Performance Share Plan
(PSP) was granted to senior executives and managers of the Group
who are most directly involved in shaping and delivering business
success over the medium to long term. Awards made from 2015 to 2020
were nil-cost options, with a two-year holding period following the
three-year performance period, before options can be exercised. All
awards had three independent performance measures with equal
weighting: Total Shareholder Return (TSR) relative to the STOXX
Europe 600 Travel and Leisure Index (2020 awards) or MSCI European
Transportation Index (prior to 2020 awards), earnings per share,
and Return on Invested Capital.
b IAG Restricted Share
Plan
The IAG Restricted Share Plan
(RSP) was introduced in 2021 to increase the alignment of both
interests and outcomes between the Group's senior management and
shareholders through the build-up and maintenance of senior
management shareholdings and an increased focus on the long-term,
sustainable performance of the Group. Awards have been made as
conditional awards, with a two-year holding period following the
three-year vesting period. There are no
performance measures associated with the awards. Vesting will be
contingent on the satisfaction of a discretionary underpin,
normally assessed over three financial years commencing from the
financial year in which the award was granted. Approval at
the end of the vesting period will be at the discretion of the
Remuneration Committee, considering the Group's overall
performance, including financial and non-financial performance
measures over the course of the vesting period, as well as any
material risk or regulatory failures identified.
c IAG Full Potential Incentive
Plan
In 2021, the Group launched the
Full Potential Incentive Plan (FPIP), which was granted to key
individuals involved in the delivery of a series of transformation
projects that will enable the Group to deliver business success
over the medium to long term. The awards have been made as
conditional awards, vesting in 2025 and dependent on stretch
performance targets for 2024 and the approval of the
Board.
d IAG Incentive Award Deferral
Plan
The IAG Incentive Award Deferral
Plan (IADP) is granted to qualifying employees based on performance
and service tests. It will be awarded when an annual incentive
award is triggered subject to the employee remaining in employment
with the Group for three years after the grant date. The relevant
population will receive 50 per cent of their incentive award up
front in cash, and the remaining 50 per cent in shares after three
years through the IADP.
e Share-based payment schemes
summary
Number of awards '000s
|
Outstanding at 1 January 2023
|
Granted
number
|
Lapsed
number
|
Vested
number
|
Outstanding at 31 December 2023
|
Exercisable 31 December 2023
|
Performance Share Plan
|
16,339
|
-
|
6,263
|
944
|
9,132
|
4,166
|
Restricted Share Plan
|
40,334
|
24,462
|
5,152
|
431
|
59,213
|
-
|
Full Potential Incentive
Plan
|
27,705
|
5,681
|
3,786
|
-
|
29,600
|
-
|
Incentive Award Deferral
Plan
|
2,411
|
1,007
|
173
|
2,387
|
858
|
-
|
|
86,789
|
31,150
|
15,374
|
3,762
|
98,803
|
4,166
|
The weighted average share price
at the date of exercise of options exercised during the year to
31 December 2023 was £1.52 (2022: £1.35).
The Group recognised a share-based
payment charge of €52 million for the year
to 31 December 2023 (2022: €39
million).
33 Other reserves and
non-controlling interests
For the year to 31 December 2023
|
Other
reserves
|
|
€ million
|
Unrealised gains and losses1
|
Cost of
hedging reserve2
|
Currency
translation3
|
Merger
reserve5
|
Capital
reserves6
|
Total
other reserves
|
Non-controlling interest
|
1 January 2023
|
67
|
(66)
|
(118)
|
(2,467)
|
867
|
(1,717)
|
6
|
|
|
|
|
|
|
|
|
Other comprehensive (loss)/income
for the year
|
|
|
|
|
|
|
|
Cash flow hedges reclassified and
reported in net profit:
|
|
|
|
|
|
|
|
Fuel and oil costs
|
(81)
|
-
|
-
|
-
|
-
|
(81)
|
-
|
Currency differences
|
(20)
|
-
|
-
|
-
|
-
|
(20)
|
-
|
Finance costs
|
(35)
|
-
|
-
|
-
|
-
|
(35)
|
-
|
Ineffectiveness recognised in
other non-operating costs
|
(6)
|
-
|
-
|
-
|
-
|
(6)
|
-
|
Net change in fair value of cash
flow hedges
|
(195)
|
-
|
-
|
-
|
-
|
(195)
|
-
|
Net change in fair value of other
equity investments
|
127
|
-
|
-
|
-
|
-
|
127
|
-
|
Net change in fair value of cost
of hedging
|
-
|
(120)
|
-
|
-
|
-
|
(120)
|
-
|
Cost of hedging reclassified and
reported in net profit
|
-
|
82
|
-
|
-
|
-
|
82
|
-
|
Fair value movements on
liabilities attributable to credit risk changes
|
(119)
|
-
|
-
|
-
|
-
|
(119)
|
-
|
Currency translation
differences
|
-
|
-
|
18
|
-
|
-
|
18
|
-
|
|
|
|
|
|
|
|
|
Hedges transferred and reported in
property, plant and equipment
|
9
|
(15)
|
-
|
-
|
-
|
(6)
|
-
|
Hedges transferred and reported in
sales in advance of carriage
|
84
|
1
|
-
|
-
|
-
|
85
|
-
|
Hedges transferred and reported in
inventory
|
(9)
|
-
|
-
|
-
|
-
|
(9)
|
-
|
31 December 2023
|
(178)
|
(118)
|
(100)
|
(2,467)
|
867
|
(1,996)
|
6
|
|
Other
reserves
|
|
€ million
|
Unrealised gains and losses1
|
Cost of
hedging reserve2
|
Currency
translation3
|
Equity
portion of convertible bond4
|
Merger
reserve5
|
Redeemed
capital reserve6
|
Total
other reserves
|
Non-controlling interest
|
1 January 2022
|
(94)
|
24
|
(65)
|
62
|
(2,467)
|
867
|
(1,673)
|
6
|
|
|
|
|
|
|
|
|
|
Other comprehensive income/(loss)
for the year
|
|
|
|
|
|
|
|
|
Cash flow hedges reclassified and
reported in net profit:
|
|
|
|
|
|
|
|
|
Fuel and oil costs
|
(1,115)
|
-
|
-
|
-
|
-
|
-
|
(1,115)
|
-
|
Currency differences
|
(90)
|
-
|
-
|
-
|
-
|
-
|
(90)
|
-
|
Finance costs
|
10
|
-
|
-
|
-
|
-
|
-
|
10
|
-
|
Discontinuance of hedge
accounting
|
(22)
|
-
|
-
|
-
|
-
|
-
|
(22)
|
-
|
Ineffectiveness recognised in
other non-operating costs
|
(16)
|
-
|
-
|
-
|
-
|
-
|
(16)
|
-
|
Net change in fair value of cash
flow hedges
|
1,472
|
-
|
-
|
-
|
-
|
-
|
1,472
|
-
|
Net change in fair value of other
equity investments
|
2
|
-
|
-
|
-
|
-
|
-
|
2
|
-
|
Net change in fair value of cost
of hedging
|
-
|
(115)
|
-
|
-
|
-
|
-
|
(115)
|
-
|
Cost of hedging reclassified and
reported in net profit
|
-
|
38
|
-
|
-
|
-
|
-
|
38
|
-
|
Fair value movements on
liabilities attributable to credit risk changes
|
(6)
|
-
|
-
|
-
|
-
|
-
|
(6)
|
-
|
Currency translation
differences
|
-
|
-
|
(53)
|
-
|
-
|
-
|
(53)
|
-
|
|
|
|
|
|
|
|
|
|
Hedges transferred and reported in
property, plant and equipment
|
(51)
|
(14)
|
-
|
-
|
-
|
-
|
(65)
|
-
|
Hedges transferred and reported in
sales in advance of carriage
|
35
|
1
|
-
|
-
|
-
|
-
|
36
|
-
|
Hedges transferred and reported in
inventory
|
(58)
|
-
|
-
|
-
|
-
|
-
|
(58)
|
-
|
Redemption of convertible
bond
|
-
|
-
|
-
|
(62)
|
-
|
-
|
(62)
|
-
|
31 December 2022
|
67
|
(66)
|
(118)
|
-
|
(2,467)
|
867
|
(1,717)
|
6
|
1 The unrealised gains and
losses reserve records fair value changes on equity investments and
the portion of the amounts on hedging instruments in cash flow
hedges that are determined to be effective hedges. The amounts at
31 December 2023 that relate to the fair
value changes on equity instruments and to the cash flow hedge
reserve were €138 million credit and €305 million
charge, respectively.
2 The cost of hedging
reserve records, amongst others, changes on the time value of
options.
3 The currency translation
reserve records exchange differences arising from the translation
of the financial statements of non-euro functional currency
subsidiaries and investments accounted for under the equity method
into the Group's reporting currency of euros. The movement through
this reserve is affected by the fluctuations in the pound sterling
to euro foreign exchange translation rate.
4 During 2022, the Group
redeemed the €500 million convertible bond with no conversion into
ordinary shares. On redemption, an amount of €62 million was
transferred to Retained earnings.
5 The merger reserve
originated from the merger transaction between British Airways and
Iberia. The balance represents the difference between the fair
value of the Group on the transaction date, and the fair value of
Iberia and the book value of British Airways (including its
reserves).
6 Capital reserves include a
Redeemed capital reserve of €70 million
(2022: €70 million) associated with the
decrease in share capital relating to cancelled shares and a Share
capital reduction reserve of €797 million (2022: €797 million) associated with a historical
reduction in the nominal value of the Company's share
capital.
34 Employee benefit
obligations
The Group operates a variety of
post-employment benefit arrangements, covering both defined
contribution and defined benefit schemes. The Group also has a
scheme for flight crew who meet certain conditions and therefore
have the option of being placed on reserve and retaining their
employment relationship until reaching the statutory retirement
age, or taking early retirement (see note
27).
Defined contribution
schemes
The Group operates a number of
defined contribution schemes for its employees.
Costs recognised in respect of
defined contribution pension plans in Spain, UK and Ireland for the
year to 31 December 2023 were
€279 million (2022: €251
million).
Defined benefit schemes
The principal funded defined
benefit pension schemes within the Group are the Airways Pension
Scheme (APS) and the New Airways Pension Scheme (NAPS), both of
which are in the UK and are closed to new members.
APS has been closed to new members
since 1984, but remains open to future accrual. The benefits
provided under APS are based on final average pensionable pay and,
for the majority of members, are subject to inflationary increases
in payment.
NAPS has been closed to new
members since 2003 and closed to future accrual since 2018.
Following closure, members' deferred pensions are increased
annually by inflation up to 5 per cent per annum (measured using
the Government's annual Pension Increase (Review) Orders, which
since 2011 have been based on CPI).
APS and NAPS are governed by
separate Trustee Boards. Although APS and NAPS have separate
Trustee Boards, certain aspects of the business of the two schemes
are common. APS and NAPS have developed certain joint working
groups that are attended by the Trustee Board members of each
scheme although each Trustee Board reaches its decisions
independently. There are sub-committees which are separately
responsible for the governance, operation and investments of each
scheme. British Airways Pension Trustees Limited holds the assets
of both schemes on behalf of their respective Trustees.
Triennially, the Trustees of APS
and NAPS undertake actuarial valuations, which are subsequently
agreed with British Airways to determine the cash contributions and
any deficit payment plans through to the next valuation date, as
well as ensuring that the schemes have sufficient funds available
to meet future benefit payments to members. These actuarial
valuations are prepared using the principles set out in UK Pension
legislation. This differs from the IAS 19 'Employee benefits'
valuation, which is used for deriving the Income statement and
Balance sheet positions and uses a best-estimate approach overall.
The different purpose and principles lead to different assumptions
being used, and therefore a different estimate for the liabilities
and funding levels.
During 2022, the
triennial valuations, as at 31 March 2021,
were finalised for APS and NAPS which resulted in a technical
surplus of €343 million (£295 million) for APS and a technical
deficit of €1,887 million (£1,650 million) for NAPS. The actuarial
valuations performed for APS and NAPS are different to the
valuation performed as at 31 December 2023
under IAS 19 'Employee Benefits' mainly due to timing differences
of the measurement dates and to the specific scheme assumptions in
the actuarial valuation performed as at 31 March 2021 compared with
IAS 19 requirements used in the accounting valuation assumptions as
at the reporting date. The actuarial valuation of neither APS and
NAPS is updated outside of the triennial valuations, making
comparability between the scheme liabilities applying the
principles set out in the UK Pension legislation and the
requirements of IAS 19 not possible. The principal difference
relates to the discount rate applied, which under the triennial
actuarial valuation, aligns with a prudent estimate of the future
investment returns on the assets of the respective schemes,
whereas, under IAS 19, the rates are based on high-quality
corporate bond yields, regardless of how the assets
are invested.
The triennial valuation as at 31
March 2021 for NAPS supersedes the previous agreements reached in
2020 and 2021 between British Airways and the Trustee of NAPS
relating to the deferral of deficit contributions. The deferred
deficit contributions have been incorporated into the deficit
payment plan agreed as part of the triennial valuation as at 31
March 2021.
As part of the triennial valuation
as at 31 March 2021 for NAPS, British Airways has agreed to provide
certain property assets as security, which will remain in place
until 30 September 2028.
Other plans
British Airways also operates
post-retirement schemes in a number of jurisdictions outside of the
UK. The principal scheme is the British Airways Plc Pension Plan
(USA) based in the United States and referred to as the 'US Plan'.
The US Plan is considered to be a defined benefit scheme and is
closed to new members and to future accrual.
The majority of British Airways'
other plans are fully funded, but there are also a number of
unfunded plans, for which the Group meets the benefit payment
obligations as they fall due.
In addition, Aer Lingus operates
certain defined benefit plans, both funded and unfunded.
Risk associated with the defined
benefit schemes
The defined benefit schemes expose
the Group to a range of risks, with the following being the most
significant:
• asset volatility risk -
the scheme obligations are calculated using a discount rate set
with reference to high-quality corporate bond yields. If scheme
assets underperform this yield, this will reduce the surplus /
increase the deficit, depending on the scheme. Certain of the
schemes hold a significant proportion of equities, which are
expected to outperform corporate bonds in the long term while
creating volatility and risk in the short term;
• longevity risk - the
majority of the scheme obligations are to provide benefits over the
life of the scheme members. An increase in life expectancy will
result in a corresponding increase in the defined benefit
obligation;
• interest rate risk - a
decrease in interest rates will increase plan liabilities, although
this will be partially offset by an increase in the value of
certain of the scheme assets;
• inflation risk - a
significant proportion of the scheme obligations are linked to
inflation, such that any increase in inflation will cause an
increase in the obligations. While certain of the scheme assets are
indexed to inflation, any expected increase in the scheme assets
from inflation would be disproportionately lower than the increase
in the scheme obligations; and
• currency risk - a number
of scheme assets are denominated in currencies other than the pound
sterling. Weakening of those currencies, or strengthening of the
pound sterling, in the long term, will have the effect of reducing
the value of scheme assets.
a Cash payments and funding
arrangements
Cash payments in respect to
pension obligations comprise normal employer contributions by the
Group and deficit contributions based on the agreed deficit payment
plan with NAPS. Total payments for the year to 31
December 2023 net of service costs made by
the Group were €48 million (2022:
€20 million) being the employer
contributions of €49 million (2022: €22 million) less the
current service cost of €1 million
(2022: €2
million) (note 34b,c).
Future funding
arrangements
Pension contributions for APS and
NAPS were determined by actuarial valuations made at 31 March 2021,
using assumptions and methodologies agreed between the Group and
Trustee of each scheme.
In total, the Group expects to pay
€1 million in employer contributions to
APS and NAPS in 2024.
The following graph provides the
undiscounted benefit payments to be made by the Trustees of APS and
NAPS over the remaining expected duration of the
schemes:
Projected benefit payments from
the reporting date (€ million, unaudited)
The amounts and timing of these
projected benefit payments are subject to the aforementioned risks
to the schemes.
Deficit contributions
At the date of the actuarial
valuation, the actuarial deficit of NAPS amounted to €1,887
million. In order to address the deficit in the scheme, the Group
committed to deficit contribution payments through to 30 June 2023,
amounting to approximately €58 million per year, increasing by €58
million each year up to 30 June 2026 and subsequently capped at
€257 million per year through to 31 May 2032. The deficit
contribution plan includes an over-funding protection mechanism,
based on the triennial valuation methodology for measuring the
deficit, whereby deficit contributions are suspended if the funding
position reaches 100 per cent, with a mechanism for contributions
to resume if the contribution level subsequently falls below 100
per cent, or until such point as the scheme funding level reaches
100 per cent.
During the year ended and as at
31 December 2023, the NAPS funding
position exceeded 100 per cent and accordingly
deficit contributions were suspended. At 31
December 2023, the valuation of the funding level
incorporates significant forward-looking assumptions, such that the
Group currently does not expect to make further deficit
contributions. Given the long-term nature of the NAPS scheme,
these assumptions are subject to uncertainty and there can be no
guarantee that deficit contributions will not resume in
the future or that additional deficit contributions will not need
to be incorporated into future triennial
actuarial valuations.
At 31 December
2023, had the over-funding protection mechanism not been
applied, then the asset ceiling adjustment (as detailed in note
34c) would have been €638 million higher, reducing the surplus
accordingly.
At 31
December 2023, the Group is committed to
the following undiscounted deficit payments, which are deductible
for tax purposes at the statutory rate of tax:
€ million
|
NAPS1
|
Other
schemes
|
Within 12 months
|
-
|
36
|
1-2 years
|
-
|
37
|
2-5 years
|
-
|
38
|
Greater than 5 years
|
-
|
-
|
Total expected deficit
payments
|
-
|
111
|
1 Committed deficit contributions, agreed as part of the 31
March 2021 actuarial valuation, were suspended at 31 December 2023
as an effect of the over-funding protection
mechanism.
Deficit payments in respect of
local arrangements outside of the UK have been determined in
accordance with local practice.
Under the triennial valuation of
NAPS as at 31 March 2021, in the period up to 31
December 2023, no dividend payment was permitted from
British Airways to IAG. In the period from 1 January to 31 December 2024,
any dividends paid by British Airways will be matched by
contributions to NAPS of 50 per cent of the value of dividends
paid. In the period from 1 January to 30 September 2025, any
dividend payment from British Airways to IAG that exceeds 50 per
cent of the pre-exceptional profit after tax in each financial year
will require additional payments to be made to NAPS if the scheme
is not at least 100 per cent funded. All dividend restrictions
cease from 1 October 2025, onwards. British Airways must maintain a
minimum cash level of €1,854 million
(£1,600 million) as at the date of the declaration of any dividends
as well as immediately following the payment of any dividends to
IAG and the associated matching contributions to NAPS. The amount
of any deficit contributions and dividend matching contributions in
a single financial year is limited to €348
million (£300 million).
b Employee benefit scheme amounts
recognised in the financial statements
i Amounts recognised on the
Balance sheet
|
2023
|
€ million
|
APS
|
NAPS
|
Other
|
Total
|
Scheme assets at fair
value1
|
6,070
|
16,724
|
393
|
23,187
|
Present value of scheme
liabilities1
|
(6,048)
|
(14,644)
|
(547)
|
(21,239)
|
Net pension
asset/(liability)
|
22
|
2,080
|
(154)
|
1,948
|
Effect of the asset
ceiling2
|
(7)
|
(728)
|
-
|
(735)
|
Other employee benefit
obligations
|
-
|
-
|
(8)
|
(8)
|
31 December 2023
|
15
|
1,352
|
(162)
|
1,205
|
Represented by:
|
|
|
|
|
Employee benefit asset
|
|
|
|
1,380
|
Employee benefit
obligation
|
|
|
|
(175)
|
Net employee benefit
asset3
|
|
|
|
1,205
|
|
2022
|
€ million
|
APS
|
NAPS
|
Other
|
Total
|
Scheme assets at fair
value1
|
6,283
|
17,029
|
356
|
23,668
|
Present value of scheme
liabilities1
|
(6,052)
|
(13,692)
|
(548)
|
(20,292)
|
Net pension
asset/(liability)
|
231
|
3,337
|
(192)
|
3,376
|
Effect of the asset
ceiling2
|
(80)
|
(1,168)
|
-
|
(1,248)
|
Other employee benefit
obligations
|
-
|
-
|
(11)
|
(11)
|
31 December 2022
|
151
|
2,169
|
(203)
|
2,117
|
Represented by:
|
|
|
|
|
Employee benefit asset
|
|
|
|
2,334
|
Employee benefit
obligation
|
|
|
|
(217)
|
Net employee benefit
asset3
|
|
|
|
2,117
|
1 Includes Additional
Voluntary Contributions (AVCs), which the Trustees hold as assets
to secure additional benefits on a defined contribution basis for
those members who elect to make such AVCs. At 31
December 2023, such assets were €322 million (2022:
€320 million) with a corresponding amount
recorded in the scheme liabilities.
2 APS and NAPS have an
accounting surplus under IAS 19, which would be available to the
Group as a refund upon wind up of the scheme. This refund is
restricted due to withholding taxes that would be payable by the
Trustee arising on both the net pension asset and the future
contractual minimum funding requirements.
3 The net deferred tax
asset recognised on the net employee
benefit asset (2022: asset) was
€48 million at 31
December 2023 (2022: €54 million). The defined benefit obligation includes
€20 million (2022: €21 million) arising
from unfunded plans.
ii Amounts recognised in the
Income statement
Pension costs charged to operating
result are:
€ million
|
2023
|
2022
|
Defined benefit plans:
|
|
|
Current service cost
|
1
|
2
|
Administrative expenses
|
17
|
19
|
|
18
|
21
|
Defined contribution
plans
|
279
|
251
|
Pension costs recorded as employee
costs
|
297
|
272
|
€ million
|
2023
|
2022
|
Interest income on scheme
assets
|
(1,117)
|
(633)
|
Interest expense on scheme
liabilities
|
955
|
584
|
Interest expense on asset
ceiling
|
59
|
23
|
Net financing credit relating to
pensions
|
(103)
|
(26)
|
iii Amounts recognised in the
Statement of other comprehensive income
€ million
|
2023
|
2022
|
Return on plan assets excluding
interest income
|
857
|
9,360
|
Remeasurement of plan liabilities
from changes in financial assumptions
|
314
|
(10,476)
|
Remeasurement of plan liabilities
from changes in demographic assumptions
|
55
|
(202)
|
Remeasurement of experience
losses
|
430
|
627
|
Remeasurement of the APS and NAPS
asset ceilings
|
(583)
|
14
|
Exchange movements
|
-
|
6
|
Pension remeasurements
credited/(charged) to Other comprehensive income
|
1,073
|
(671)
|
Tax arising on pension
remeasurements
|
3
|
9
|
Pension remeasurements charged to
Other comprehensive income, net of tax
|
1,076
|
(662)
|
c Fair value of scheme
assets
i Investment strategies
For both APS and NAPS, the Trustee
has ultimate responsibility for decision-making on investments
matters, including the asset-liability matching strategy. The
latter is a form of investing designed to match the movement in
pension plan assets with the movement in the projected benefit
obligation over time. The Trustees' investment committee adopts an
annual business plan which sets out investment objectives and work
required to support achievement of these objectives. The committee
also deals with the monitoring of performance and activities,
including work on developing the strategic benchmark to improve the
risk return profile of the scheme where possible, as well as having
a trigger-based dynamic governance process to be able to take
advantage of opportunities as they arise. The investment committee
reviews the existing investment restrictions, performance
benchmarks and targets, as well as continuing to develop the
de-risking and liability hedging portfolio.
Both schemes use derivative
instruments for investment purposes and to manage exposures to
financial risks, such as interest rate, foreign exchange, longevity
and liquidity risks arising in the normal course of business.
Exposure to interest rate risk is managed through the use of
Inflation-Linked Swap contracts. Foreign exchange forward contracts
are entered into to mitigate the risk of currency fluctuations.
Longevity risk is managed through the use of buy-in insurance
contracts, asset swaps and longevity swaps.
Along with existing contracts with
Rothesay Life (as detailed in note 34c(iii)), APS is 90 per cent
protected against all longevity risk and fully protected in
relation to all pensions that were already being paid as at 31
March 2018. APS is nearly 90 per cent protected against interest
rates and inflation (on a Retail Price Index basis). NAPS is 95 per
cent protected against interest rates and inflation (on a Consumer
Price Index basis).
The assets held by APS and NAPS
are split between 'return seeking assets' and 'liability matching
assets' depending on the maturity of each scheme. At 31 December 2023, the actual asset allocation for NAPS
was 19 per cent (2022: 31 per cent) in return
seeking assets and 81 per cent
(2022: 69 per
cent) in liability matching investments. For NAPS, the Trustee
agreed an updated investment framework with British Airways as part
of the Scheme's 31 March 2021 actuarial valuation agreement. The
Trustee aims towards an overall asset allocation with an agreed
modest expected return relative to liabilities, and sufficient
liquidity to manage investment risk appropriately on an on-going
basis. The actual asset allocation for APS at 31
December 2023 was 1 per cent
(2022: 1 per
cent) in return seeking assets and 99 per
cent (2022: 99
per cent) in liability matching investments. NAPS uses Liability
Driven Investments (LDIs) to effectively hedge volatility in the
scheme liabilities. This is achieved through direct bond holdings
as opposed to the use of derivatives and as such leverage is low.
Accordingly, as at 31 December 2023, NAPS
has not been required to raise additional cash or liquidate
existing assets in order to fund derivative positions.
ii Movement in scheme
assets
A reconciliation of the opening
and closing balances of the fair value of scheme assets is set out
below:
€ million
|
2023
|
2022
|
1 January
|
23,668
|
34,370
|
Interest income
|
1,114
|
633
|
Administrative expenses
|
(14)
|
(13)
|
Return on plan assets excluding
interest income
|
(857)
|
(9,360)
|
Employer
contributions1
|
49
|
22
|
Employee contributions
|
8
|
6
|
Benefits paid
|
(1,065)
|
(1,301)
|
Exchange movements
|
284
|
(689)
|
31 December
|
23,187
|
23,668
|
1 Includes employer
contributions to APS of €1 million
(2022: €1
million) and to NAPS of €nil (2022: €nil) of which
deficit-funding payments represented €nil
for APS (2022: €nil) and €nil for NAPS
(2022: €nil).
iii Composition of scheme
assets
Scheme assets held by the Group at
31 December comprise:
|
2023
|
|
€ million
|
APS
|
NAPS
|
Other
|
Total
|
2022
|
Return seeking investments
|
|
|
|
|
|
Listed equities - UK
|
8
|
109
|
6
|
123
|
139
|
Listed equities - Rest of
world
|
1
|
438
|
163
|
602
|
1,047
|
Private equities
|
29
|
677
|
15
|
721
|
1,566
|
Properties
|
-
|
1,577
|
14
|
1,591
|
2,142
|
Alternative investments
|
35
|
1,695
|
2
|
1,732
|
1,881
|
|
73
|
4,496
|
200
|
4,769
|
6,775
|
Liability matching investments
|
|
|
|
|
|
Government issued fixed
bonds
|
861
|
5,132
|
127
|
6,120
|
5,279
|
Government issued index-linked
bonds
|
874
|
9,438
|
8
|
10,320
|
8,093
|
Asset and longevity
swaps
|
899
|
-
|
-
|
899
|
1,114
|
Insurance contract
|
3,353
|
-
|
38
|
3,391
|
3,392
|
|
5,987
|
14,570
|
173
|
20,730
|
17,878
|
Other
|
|
|
|
|
|
Cash and cash
equivalents
|
50
|
640
|
7
|
697
|
684
|
Derivative financial
instruments
|
(38)
|
(2,985)
|
8
|
(3,015)
|
(1,688)
|
Other investments
|
(2)
|
3
|
5
|
6
|
19
|
|
10
|
(2,342)
|
20
|
(2,312)
|
(985)
|
Total scheme assets
|
6,070
|
16,724
|
393
|
23,187
|
23,668
|
The fair values of the Group's
scheme assets, which are not derived from quoted prices on active
markets, are determined depending on the nature of the inputs
used in determining the fair values (see note 30b for further details) and using the following
methods and assumptions:
• private equities are
valued at fair value based on the most recent transaction price or
third-party net asset, revenue or earnings-based valuations that
generally result in the use of significant unobservable inputs. The
dates of these valuations typically precede the reporting date and
have been adjusted for any cash movements between the date of the
valuation and the reporting date. Typically, the valuation approach
and inputs for these investments are not updated through to the
reporting date unless there are indications of significant market
movements.
• properties are valued
based on an analysis of recent market transactions supported by
market knowledge derived from third-party professional valuers that
generally result in the use of significant unobservable
inputs.
• alternative investments
fair values, which predominantly include holdings in investment and
infrastructure funds are determined based on the most recent
available valuations applying the Net Asset Value methodology and
issued by fund administrators or investment managers and adjusted for any cash movements having occurred from the
date of the valuation to the reporting date. The dates of these
valuations typically precede the reporting date and have been
adjusted for any cash movements between the date of the valuation
and the reporting date. Typically, the valuation approach
and inputs for these investments are not updated through to the
reporting date unless there are indications of significant market
movements.
• other investments
predominantly includes: interest receivable on bonds; dividends
from listed and private equities that have been declared but not
received at the balance sheet date; receivables from the sale of
assets for which the proceeds have not been collected at the
balance sheet date; and payables for the purchase of assets which
have not been settled at the balance sheet date.
• derivative financial
instruments are entered into predominantly to mitigate interest
rate and inflation rate risks. These derivative financial
instruments are stated at their fair value using pricing models and
relevant market data as at the balance sheet date.
• asset and longevity swaps
- APS has a contract with Rothesay Life, entered into in 2010 and
extended in 2013, which covers 25 per cent (2022: 25 per cent) of the pensioner liabilities for an
agreed list of members. Under the contract, to reduce the risk of
long-term longevity risk, Rothesay Life makes benefit payments
monthly in respect of the agreed list of members in return for the
contractual return receivable on a portfolio of assets (made up of
quoted government debt) held by the scheme and the contractual
payments made by APS to Rothesay Life on the longevity swaps. The
Group holds the portfolio of assets at their fair value, with the
government debt held at their quoted market price and the swaps
accounted for at their estimated discounted future cash
flows.
During 2011, APS entered into a longevity swap with Rothesay Life, which
covers an additional 21 per cent (2022: 21
per cent) of the pensioner liabilities for the same agreed list of
members as the 2010 contract. Under the longevity swap, to reduce
the risk of long-term longevity risk, APS makes a fixed payment to
Rothesay Life each month reflecting the prevailing mortality
assumptions at the inception of the contract, and Rothesay Life
make a monthly payment to APS reflecting the actual monthly benefit
payments to members. The cash flows are settled net each month. If
pensioners live longer than expected at inception of the longevity
swap, Rothesay Life will make payments to the scheme to offset the
additional cost of paying pensioners and if pensioners do not live
as long as expected, then the scheme will make payments to Rothesay
Life. The Group holds the longevity swap at fair value, determined
at the estimated discounted future cash flows.
• insurance contract -
During 2018 the Trustee of APS secured a buy-in contract with Legal
& General. The buy-in contract covers all members in receipt of
pensions from APS at 31 March 2018, excluding dependent children,
receiving a pension at that date and members in receipt of
equivalent pension only benefits, who were alive on 1 October 2018.
Benefits coming into payment for retirements after 31 March 2018
are not covered. The contract covers benefits payable from 1
October 2018 onwards. The policy covers approximately 60 per cent
of all benefits APS expects to pay out in future.
iv Effect of the asset
ceiling
In measuring the valuation of the
net defined benefit asset for each scheme, the Group limits such
measurement to the lower of the surplus in each scheme and the
respective asset ceiling. The asset ceiling represents the present
value of the economic benefits available in the form of a refund or
a reduction in future contributions after they are paid into the
plan. The Group has determined that the recoverability of such
surpluses, including minimum funding requirements, will be subject
to withholding taxes in the UK, payable by the Trustee, of
35 per cent.
The future committed NAPS deficit
contributions, as detailed in note 34a,
are treated as minimum funding requirements under IAS 19 and are
not recognised as part of the scheme assets or liabilities. The
Group has determined that upon the wind up of the scheme, that if
the scheme is in surplus, including the incorporation of the
minimum funding requirements, then the surplus will be available as
a refund or a reduction in future contributions after they are paid
into the scheme. The recovery of such amounts is
subject to UK withholding tax payable by the Trustee. In
measuring the recoverability of the surplus for each scheme, the
Group limits such measurement to the lower of the surplus in each
scheme and the respective asset ceiling. The asset ceiling
represents the present value of the economic benefits available
upon wind up of the scheme, less the application of withholding
taxes in the UK, payable by the Trustee, at 35 per cent.
A reconciliation of the effect of
the asset ceiling used in calculating the IAS 19 irrecoverable
surplus in APS and NAPS is set out below:
€ million
|
2023
|
2022
|
1 January
|
1,248
|
1,247
|
Interest expense
|
59
|
23
|
Remeasurements
|
(583)
|
14
|
Exchange movements
|
11
|
(36)
|
31 December
|
735
|
1,248
|
On 22 November 2023, the UK
Government announced that it intended to reduce the withholding tax
payable upon winding up of pension schemes from 35 per cent to 25
per cent. While this change had not been
substantively enacted at the reporting date and as such not
reflected in the figures above, had the rate of withholding tax
been reduced to 25 per cent at 31 December 2023, the effect would
have been to reduce the effect of the asset ceiling by €210 million
to €525 million, with a corresponding
increase in the net employee benefit asset.
d Present value of scheme
liabilities
i Movement in scheme
liabilities
A reconciliation of the opening
and closing balances of the present value of the defined benefit
obligations is set out below:
€ million
|
2023
|
2022
|
1 January
|
20,292
|
31,622
|
Current service cost
|
1
|
2
|
Interest expense
|
952
|
584
|
Remeasurements - financial
assumptions1
|
314
|
(10,476)
|
Remeasurements - demographic
assumptions
|
55
|
(202)
|
Remeasurements of experience
losses
|
430
|
627
|
Benefits paid
|
(1,065)
|
(1,301)
|
Employee contributions
|
8
|
6
|
Exchange movements
|
252
|
(570)
|
31 December
|
21,239
|
20,292
|
1 Included
in the remeasurements from financial assumptions is an amount of
€670 million (2022: increase of €10,299 million) that increases the
scheme liabilities relating to changes in the discount rates and
€356 million (2022: increase of €177 million) that reduces the
scheme liabilities relating to changes in inflation
rates.
ii Scheme liability
assumptions
The principal assumptions used for
the purposes of the IAS 19 valuations were as follows:
|
2023
|
|
2022
|
Per cent per annum
|
APS
|
NAPS
|
Other
schemes4
|
|
APS
|
NAPS
|
Other
schemes4
|
Discount
rate1
|
4.50
|
4.55
|
1.0 - 7.1
|
|
4.85
|
4.80
|
0.8 - 7.2
|
Rate of increase in pensionable
pay2
|
3.20
|
-
|
2.0 - 5.0
|
|
3.40
|
-
|
2.0 - 6.0
|
Rate of increase of pensions in
payment3
|
3.20
|
2.65
|
0.7 - 3.4
|
|
3.40
|
2.80
|
0.3 - 3.0
|
RPI rate of inflation
|
3.20
|
3.00
|
2.2 - 2.9
|
|
3.40
|
3.20
|
2.2 - 3.1
|
CPI rate of inflation
|
2.65
|
2.65
|
2.0 - 2.5
|
|
2.80
|
2.80
|
2.0 - 2.6
|
1 Discount rate is
determined by reference to the yield on high quality corporate
bonds of currency and term consistent with the scheme
liabilities.
2 Rate of increase in
pensionable pay, which reflects inflationary increases, is assumed
to be in line with increases in RPI.
3 It has been assumed that
the rate of increase of pensions in payment, which reflects
inflationary increases, will be in line with CPI for NAPS and RPI
for APS as at 31 December 2023.
4 The rate of increase in
healthcare costs for schemes based in the United
States, which is based on medical trends, is assumed at 7.00
per cent grading down to 5.00 per cent
over six years (2022: 6.25 per cent to
5.00 per cent over five years).
The current longevities underlying
the values of the scheme liabilities were as follows:
Mortality assumptions
|
2023
|
2022
|
Life expectancy at age 60 for
a:
|
|
|
• male currently aged
60
|
27.5
|
27.9
|
• male currently aged
40
|
28.8
|
29.1
|
• female currently aged
60
|
29.0
|
29.3
|
• female currently aged
40
|
31.2
|
31.5
|
For APS, the base mortality tables
are based on the Agreed Valuation Basis (AVB) as agreed between
British Airways and the trustees of APS. For NAPS, the base
mortality tables are based on analysis undertaken for the purpose
of the triennial valuation dated 31 March 2021. Future mortality
improvements reflect the most recent model published by the UK
actuarial profession's Continuous Mortality Investigation (CMI),
being its 2022
model. These standard mortality tables, for both APS and NAPS,
incorporate adjustments specific to the demographics of scheme
members, including a long-term improvement parameter of
1.00 per cent per annum (2022: 1.00 per
cent).
For schemes in the United States,
mortality rates were based on the MP-2021
mortality tables incorporating adjustments for the long-term impact
COVID-19 is expected to have on mortality.
At 31 December
2023, the weighted-average duration of the defined benefit
obligation was 9 years for APS
(2022: 10 years)
and 14 years for NAPS (2022: 15 years). The weighted
average duration of the defined benefit obligations was
2 to 16 years for
other schemes (2022: 3 to 19 years). The weighted
average duration represents a single figure for the average number
of years over which the employee benefit liability discounted cash
flows is extinguished and is highly dependent on movements in the
aforementioned discount rates.
iii Sensitivity
analysis
Reasonable possible
changes at the reporting date to significant
valuation assumptions, holding other assumptions constant, would
have affected the present value of scheme liabilities by the
amounts shown:
|
Increase in scheme liabilities
|
€ million
|
APS
|
NAPS
|
Other
schemes
|
Discount rate (decrease of 50
basis points)1
|
278
|
1,020
|
29
|
Future pension growth (increase of
50 basis points)1
|
243
|
973
|
5
|
Future mortality rate (one year
increase in life expectancy)
|
301
|
394
|
22
|
1 Sensitivities smaller than
those disclosed can be approximately interpolated from those
sensitivities above.
Although the analysis does not
take into account the full distribution of cash flows expected
under the plan, it does provide an approximation of the sensitivity
of the assumptions shown.
35 Supplemental cash flow
information
a Reconciliation of movements of
liabilities to cash flows arising from financing
activities
€ million
|
Bank,
other loans and asset financed liabilities
|
Convertible bond
|
Lease
liabilities
|
Derivatives to mitigate volatility in financial
liabilities
|
Total
|
Balance at 1 January
2023
|
9,760
|
605
|
9,619
|
(71)
|
19,913
|
Proceeds from
borrowings
|
1,001
|
-
|
-
|
-
|
1,001
|
Repayment of borrowings
|
(4,268)
|
-
|
-
|
-
|
(4,268)
|
Repayment of lease
liabilities
|
-
|
-
|
(1,731)
|
-
|
(1,731)
|
Settlement of derivative financial
instruments
|
-
|
-
|
-
|
(119)
|
(119)
|
Total changes from financing cash
flows
|
(3,267)
|
-
|
(1,731)
|
(119)
|
(5,117)
|
Interest paid
|
(488)
|
(9)
|
(472)
|
44
|
(925)
|
Interest expense
|
476
|
9
|
508
|
-
|
993
|
New leases and lease
modifications
|
-
|
-
|
1,315
|
-
|
1,315
|
Fair value movements
|
-
|
130
|
-
|
322
|
452
|
Other non-cash
movements
|
1
|
-
|
(13)
|
(2)
|
(14)
|
Exchange movements
|
(102)
|
-
|
(259)
|
6
|
(355)
|
Balance at 31 December
2023
|
6,380
|
735
|
8,967
|
180
|
16,262
|
€ million
|
Bank,
other loans and asset financed liabilities2
|
Convertible bond2
|
Lease
liabilities
|
Derivatives to mitigate volatility in financial
liabilities
|
Total
|
Balance at 1 January
2022
|
9,217
|
756
|
9,637
|
(136)
|
19,474
|
Proceeds from
borrowings
|
1,436
|
-
|
-
|
-
|
1,436
|
Repayment of borrowings
|
(1,050)
|
-
|
-
|
-
|
(1,050)
|
Repayment of lease
liabilities
|
-
|
-
|
(1,455)
|
-
|
(1,455)
|
Settlement of derivative financial
instruments1
|
-
|
-
|
-
|
1,036
|
1,036
|
Total changes from financing cash
flows
|
386
|
-
|
(1,455)
|
1,036
|
(33)
|
Interest
paid1
|
(325)
|
(9)
|
(422)
|
(7)
|
(763)
|
Interest expense
|
368
|
9
|
464
|
-
|
841
|
New leases and lease
modifications
|
-
|
-
|
1,017
|
-
|
1,017
|
Fair value movements
|
-
|
(151)
|
-
|
(990)
|
(1,141)
|
Other non-cash
movements
|
11
|
-
|
(37)
|
-
|
(26)
|
Exchange movements
|
103
|
-
|
415
|
26
|
544
|
Balance at 31 December
2022
|
9,760
|
605
|
9,619
|
(71)
|
19,913
|
1 The 2022 reconciliation includes a reclassification of €7
million from the Settlement of derivative financial instruments to
Interest paid to reflect the settlement loss arising on interest
rate derivatives designated in hedge relationships. The
reclassification of the settlement loss aligns with the
classification within Net cash flows from operating activities in
the Cash flow statement.
2 The 2022 reconciliation includes a reclassification to
conform with the 2023 presentation,
whereby, the 2028 convertible bond has been disclosed separately
from the Bank, other loans and asset financed liabilities category.
The reclassification resulted in an amount of €735 million and €605 million
being recorded within the 2028 convertible bond at 1 January 2022 and 31 December
2022, respectively.
b Reconciliation of movement in
provisions included within Net cash flows from operating
activities
€ million
|
2023
|
2022
|
Opening provisions
|
3,548
|
2,999
|
Non-cash additions recorded in
operating profit
|
862
|
896
|
Non-cash releases of unused
provisions recorded in operating profit
|
(133)
|
(137)
|
Other non-cash amounts recorded
within operating profit
|
4
|
27
|
Cash settlements relating to
operating provisions
|
(496)
|
(323)
|
Movements in provisions recorded
within net cash flows from operating activities
|
237
|
463
|
Movements in provisions recorded
within Other comprehensive income
|
24
|
(69)
|
Movements elsewhere within the
Balance sheet
|
(6)
|
(15)
|
Unrealised currency differences
arising on provisions recorded within operating profit
|
(68)
|
127
|
Non-cash settlement of ETS
obligations
|
(98)
|
(10)
|
Movements in provisions recorded
in the Income statement outside of operating profit
|
103
|
53
|
Closing provisions (note
27)
|
3,740
|
3,548
|
c Other items included within Net
cash flows from operating activities
€ million
|
2023
|
2022
|
Non-cash equity settled
share-based payments
|
50
|
36
|
Ineffectiveness arising on hedge
accounting
|
6
|
17
|
Non-cash movements on derivative
and non-derivative financial instruments
|
16
|
45
|
Settlement of interest rate
derivatives
|
44
|
(7)
|
Other
|
(5)
|
(15)
|
|
111
|
76
|
d Details of acquisition of
property, plant and equipment and intangible assets within Net cash
flows from investing activities
€ million
|
2023
|
2022
|
Purchase of property, plant and
equipment - fleet
|
2,715
|
3,146
|
Purchase of property, plant and
equipment - other
|
193
|
132
|
Purchase of intangible assets -
ETS allowances
|
264
|
360
|
Purchase of intangible assets -
other
|
372
|
237
|
|
3,544
|
3,875
|
e Details of cash flows arising
from lease transactions presented in the Cash flow
statement
€ million
|
2023
|
2022
|
Cash flows arising from transactions giving rise to lease
liabilities
|
|
|
Total cash outflows arising from
lease liabilities - aircraft
|
(2,076)
|
(1,699)
|
Total cash outflows arising from
lease liabilities - other
|
(127)
|
(178)
|
Total cash inflows arising from
sale and leaseback transactions - aircraft
|
826
|
718
|
Cash flows arising from transactions that do not give rise to
the recognition of lease liabilities
|
|
|
Total cash outflows arising from
short-term leases, low-value assets and variable lease
payments
|
(25)
|
(41)
|
Total cash inflows arising from
the recognition of asset financed liabilities
|
(999)
|
1,424
|
Total cash outflows arising from
asset financed liabilities
|
(416)
|
(292)
|
36 Related party
transactions
The following transactions took
place with related parties for the financial years to 31
December:
€ million
|
2023
|
2022
|
Sales of goods and
services
|
|
|
Sales to
associates1
|
5
|
5
|
Sales to significant
shareholders2
|
261
|
141
|
|
|
|
Purchases of goods and
services
|
|
|
Purchases from
associates3
|
72
|
61
|
Purchases from significant
shareholders2
|
131
|
113
|
Receivables from related
parties
|
|
|
Amounts owed by
associates4
|
18
|
13
|
Amounts owed by significant
shareholders5
|
136
|
25
|
|
|
|
Payables to related
parties
|
|
|
Amounts owed to
associates6
|
6
|
-
|
Amounts owed to significant
shareholders5
|
12
|
26
|
1 Sales to associates:
Consisted primarily of sales for airline-related services to
Dunwoody Airline Services (Holding) Limited (Dunwoody) of
€4 million (2022:
€4 million) and €1
million (2022: €1 million) to Serpista, S.A. and Multiservicios
Aeroportuarios, S.A.
2 Sales to
and purchases from significant shareholders principally relates to
interline services, the purchase of cargo capacity, the provision
of maintenance services and the income from licensing of the Avios
brand with Qatar Airways (Q.C.S.C.).
3 Purchases from associates:
Consisted primarily of €41 million of
airport auxiliary services purchased from Multiservicios
Aeroportuarios, S.A. (2022: €35 million), €13 million of
handling services provided by Dunwoody (2022: €14 million) and
€17 million of maintenance services
received from Serpista, S.A. (2022:
€13 million).
4 Amounts owed by associates: Consisted primarily of
€17 million from a long-term loan provided
to LanzaJet, Inc. (2022: €12 million) and
€1 million of services provided to
Multiservicios Aeroportuarios, S.A., Serpista, S.A., Dunwoody,
Empresa Hispano Cubana de Mantenimiento de Aeronaves, Ibeca, S.A.,
Empresa Logística de Carga Aérea, S.A., Sociedad Conjunta para la
Emisión y Gestión de Medios de Pago, EFC, S.A. and Viajes AME,
S.A.U. (2022: €1
million).
5 Amounts owed by and to
significant shareholders related to Qatar Airways
(Q.C.S.C.).
6 Amounts owed to
associates: Consisted primarily of €2
million of maintenance of airport equipment to Serpista, S.A.
(2022: €nil) and
€3 million of auxiliary
airport services to Multiservicios Aeroportuarios, S.A. and
Dunwoody (2022: €nil).
During the year to 31 December 2023 British Airways met certain costs of
administering its retirement benefit plans, including the provision
of support services to the Trustees. Costs borne
on behalf of the retirement benefit plans amounted to €1 million
(2022: €2 million) in relation to the costs of the Pension
Protection Fund levy.
The Group has transactions with
related parties that are conducted in the normal course of the
airline and loyalty operating companies, which include the
provision of airline and related services and loyalty services. All
such transactions are carried out on an arm's length
basis.
During the course of 2022, the Group renewed its loyalty currency exchange
agreement with Qatar Airways (Q.C.S.C.), where Avios could be
exchanged for points within the Qatar Airways (Q.C.S.C.)'s loyalty
programme, the Privilege Club. In addition, in renewing the
agreement, IAG Loyalty licensed the Avios brand name for use within
the Privilege Club.
During the course of 2023, the Group provided a long-term shareholder loan
of €5 million ($5 million) to LanzaJet, Inc., in addition to the initial long-term
shareholder loan of €12 million
($14 million) provided to LanzaJet, Inc. in 2022. LanzaJet,
Inc. is a company which specialises in the
generation of Sustainable Aviation Fuels of which the Group has a
16.7 per cent equity interest, classified as an associate and
presented within Investments accounted for using the equity method
in the Balance sheet.
For the year to 31 December 2023, the Group has not made any provision for expected credit loss
arising relating to amounts owed by related parties (2022: €nil).
Significant
shareholders
In this instance, significant
shareholders are those parties who have the power to participate in
the financial and operating policy decisions of the Group, as a
result of their shareholdings in the Group, but who do not have
control over these policies. At 31 December 2023, the only
significant shareholder of the Group was Qatar Airways
(Q.C.S.C.).
At 31 December
2023 the Group had cash deposit balances with shareholders
holding a participation of between 3 to 5 per cent, of
€nil (2022:
€nil).
Board of Directors and Management
Committee remuneration
Compensation received by the
Group's Board of Directors and Management Committee, in
2023 and 2022 is
as follows:
|
Year to
31 December
|
€ million
|
2023
|
2022
|
Base salary, fees and
benefits
|
|
|
Board of Directors
|
|
|
Short-term benefits
|
4
|
4
|
Share-based payments
|
1
|
1
|
Management Committee
|
|
|
Short-term benefits
|
15
|
15
|
Share-based payments
|
-
|
2
|
For the year to 31 December 2023, the Board of Directors includes
remuneration for one Executive Director
(31 December 2022: one Executive Director). The
Management Committee includes remuneration for 14 members (31
December 2022: 14 members), and excludes remuneration for the one
Executive Director.
The Company provides life
insurance for the Executive Director and all members of the
Management Committee. For the year to 31 December
2023, the Company's obligation was €45,000 (2022: €38,000).
At 31 December
2023 the transfer value of accrued pensions covered under
defined benefit pension obligation schemes, relating to the current
members of the Management Committee totalled €4 million (2022:
€5 million).
No loan
or credit transactions were outstanding with Directors or officers
of the Group at 31 December 2023
(2022: €nil).
37 Change in presentation of the
Cash flow statement
During the course of 2023, the Group has made a number of changes to the
presentation of its Cash flow statement. These changes have been
applied retrospectively to the Cash flow statement and are detailed
below.
Net gain on sale of property plant and
equipment
Previously gains/losses on the
sale of property, plant and equipment were recorded in the Income
statement within Other non-operating credits. Under the updated
presentation, Net (gain)/loss on sale of
property, plant and equipment is presented separately in the
Income statement and included within Operating profit. Accordingly,
operating profit included within Net cash flows from operating
activities has been updated. See note 2
for further information.
Unrealised currency differences
Previously all unrealised foreign
currency gains/losses arising in the Cash flow statement were
recorded within Net foreign exchange differences. Under the updated
presentation, Net foreign exchange differences has been amended to
only include those unrealised currency differences arising from the
retranslation of opening cash and cash equivalent balances, while
unrealised currency differences arising from working capital used
in operating activities are presented within Net cash flows from
operating activities.
Other cash flows from operating activities
Previously movements in working
capital balances were presented aggregated between working capital
assets and working capital liabilities. Under the updated
presentation working capital balances have been disaggregated by
their nature to allow greater visibility as to the cash flow
impacts associated with these balances. There has been no change in
the overall total movement in working capital.
In addition, previously the Group
presented the non-cash movements in provisions combined with other
non-cash movements. Under the updated presentation these items have
been separated into individual row items within the Cash flow
statement.
The following table summarises the
impact of the changes in presentation in the Cash flow statement
for the year to 31 December
2022:
Cash flow statement (extract for
the year to 31 December 2022)
€ million
|
As
reported
|
Adjustment - net gain on sale of property, plant and
equipment
|
Adjustment - unrealised currency differences
|
Adjustment - operating cash flow items
|
Restated
|
Cash flows from operating
activities
|
|
|
|
|
|
Operating profit
|
1,256
|
22
|
|
|
1,278
|
Depreciation, amortisation and
impairment
|
2,070
|
|
|
|
2,070
|
Net gain on disposal of property,
plant and equipment
|
-
|
(22)
|
|
|
(22)
|
Movement in working
capital
|
1,884
|
|
|
(1,884)
|
-
|
(Increase)/decrease in trade receivables, inventories and
other current assets
|
(914)
|
|
|
914
|
-
|
Increase/(decrease) in trade and other payables and deferred
revenue
|
2,798
|
|
|
(2,798)
|
-
|
Employer contributions to pension
schemes
|
(22)
|
|
|
|
(22)
|
Pension scheme service
costs
|
17
|
|
|
|
17
|
Payments related to
restructuring
|
(81)
|
|
|
81
|
-
|
Provisions and other non-cash
movements
|
627
|
|
|
(627)
|
-
|
Increase in provisions
|
-
|
|
|
463
|
463
|
Unrealised currency
differences
|
-
|
|
19
|
|
19
|
Other movements
|
-
|
|
|
76
|
76
|
Interest paid
|
(824)
|
|
|
7
|
(817)
|
Interest received
|
42
|
|
|
|
42
|
Tax paid
|
(134)
|
|
|
|
(134)
|
Net cash flows from operating
activities before movements in working capital
|
4,835
|
-
|
19
|
(1,884)
|
2,970
|
Increase in trade
receivables
|
-
|
|
|
(660)
|
(660)
|
Increase in inventories
|
-
|
|
|
(21)
|
(21)
|
Increase in other receivables and
current assets
|
-
|
|
|
(233)
|
(233)
|
Increase in trade
payables
|
-
|
|
|
886
|
886
|
Increase in deferred
revenue
|
-
|
|
|
1,236
|
1,236
|
Increase in other payables and
current liabilities
|
-
|
|
|
676
|
676
|
Net cash flows from operating
activities
|
4,835
|
-
|
19
|
-
|
4,854
|
|
|
|
|
|
|
Net cash flows from investing
activities
|
(3,463)
|
-
|
-
|
-
|
(3,463)
|
|
|
|
|
|
|
Net cash flows from financing
activities
|
(56)
|
-
|
-
|
-
|
(56)
|
|
|
|
|
|
|
Net increase in cash and cash
equivalents
|
1,316
|
-
|
19
|
-
|
1,335
|
Net foreign exchange
differences
|
(12)
|
|
(19)
|
|
(31)
|
Cash and cash equivalents at 1
January
|
7,892
|
|
|
|
7,892
|
Cash and cash equivalents at year
end
|
9,196
|
-
|
-
|
-
|
9,196
|
|
|
|
|
|
|
Interest-bearing deposits maturing
after more than three months
|
403
|
-
|
-
|
-
|
403
|
|
|
|
|
|
|
Cash, cash equivalents and
interest-bearing deposits
|
9,599
|
-
|
-
|
-
|
9,599
|
38 Post balance sheet
events
Revocation of Royal Decree-Law
3/2016 in Spain
On 18 January 2024 the
Tribunal Constitucional
(Constitutional Court) in Spain, issued a ruling that a number of
the amendments to corporate income tax arising from the
introduction of Royal Decree-Law 3/2016 were unconstitutional and
accordingly revoked. The revocation of Royal Decree-Law 3/2016
impacts the Groups operations as follows:
• Limitation of the use of historic
tax losses
Prior to the introduction of Royal
Decree-Law 3/2016, the Spanish subsidiaries of the Group were
permitted to offset up to 70 per cent of their taxable profit with
historical accumulated tax losses (to the extent there were
sufficient tax losses to do so). With the introduction of the Royal
Decree-Law 3/2016, this limitation of tax losses applied to taxable
profit was reduced to 25 per cent.
• Tax deductibility of impairments of investment in
subsidiary undertakings
Where companies had impaired
investments in subsidiaries prior to 2013 and deducted those
impairments for tax purposes, Royal Decree-Law 3/2016
retrospectively required companies to reverse those impairment
charges, for tax purposes, with the effect recognised equally over
the five years commencing 1 January 2016.
The Group does not consider that
the ruling by the Tribunal
Constitucional constitutes an adjusting post-balance sheet
event and accordingly the impact of these changes are not reflected
in the financial statements. As at the date of these financial
statements, there remains uncertainty as to how the revocation of
Royal Decree-Law 3/2016 will be applied and accordingly the
methodology by which the Group, with its external tax advisors,
quantifies the impacts of this revocation. Had the Group reflected
the impact of ruling into the financial statements as at 31
December 2023, the impact would have been as follows:
• Current tax impact of historic loss limitation and
deductibility of historic impairments of investments for fiscal
years 2016 through 2022
The Royal Decree Law 3/2016
restricted the use of prior year tax losses to 25 per cent of
current year profits in the Group's Spanish companies. In addition,
prior to 2013, Iberia impaired its subsidiary undertakings in
Venezuela. Had the loss limitation been 70 per cent and the
historic impairment been tax deductible, the tax paid to the
Spanish tax authorities, would have been up to approximately €83
million lower. The Group expects to record an associated current
tax credit, with a corresponding receivable from the Spanish tax
authorities. The Group is currently assessing the potential
interest due, if any, from the Spanish tax authorities arising on
this receivable.
• Current tax impact of loss limitation for fiscal year
2023
The Group measures current tax
expense based on the regulations in effect as of the date when
corporate income taxes are accrued. With the change in loss
limitation, the Group anticipates the ability to offset up to 70
per cent of their Spanish taxable profits with prior-year losses
for their 2023 Spanish taxes. If this limit had been applied at 31
December 2023 the Group foresees a reduction in the 2023 current
tax expense of approximately €108 million.
• Deferred tax impact of future loss
limitation
The Group measures deferred tax
assets at the tax rates that are expected to apply when the related
asset is realised. As detailed in note 2,
the Group uses future cash flow projections over periods of up to
ten years to determine the recoverability of deferred tax assets.
With the change in loss limitation, the Group expects to be able to
utilise more of its historical tax losses within this ten-year
period. Had the Royal Decree-Law 3/2016 not applied at 31 December
2023, the Group expects that the deferred tax assets of the Group,
attributable to tax losses and tax
credits, would have decreased by approximately €58 million, with a corresponding charge
to Tax in the Income statement.
ALTERNATIVE PERFORMANCE
MEASURES
The performance of the Group is
assessed using a number of alternative performance measures (APMs),
some of which have been identified as key performance indicators of
the Group. These measures are not defined under International
Financial Reporting Standards (IFRS), should be considered in
addition to IFRS measurements, may differ to definitions given by
regulatory bodies applicable to the Group and may differ to
similarly titled measures presented by other companies. They are
used to measure the outcome of the Group's
strategy based on the Group's strategic imperatives of:
strengthening our core; driving earnings growth through asset-light
businesses; and operating under a strengthened financial and
sustainability framework.
During 2023, the Group has replaced the Levered free cash flow measure with the Free cash flow
measure. The Free cash flow measure represents the cash generating
ability of the Group to support operations and maintain its capital
assets. This measure is monitored by the Group in making both
investment and capital decisions. In addition, the Group has added
an APM regarding the Ownership costs of the Group to enable a
better understanding of how the capital assets of the Group
contribute to the operating result in each reporting period. Other
than the aforementioned change, the Group has made no changes to
its pre-existing disclosures and treatments of APMs compared to
those disclosed in the Annual report and accounts for the year to
31 December 2022.
The definition of each APM,
together with a reconciliation to the nearest measure prepared in
accordance with IFRS is presented below.
a Profit after tax before
exceptional items
Exceptional items are those that
in the Board's and management's view need to be separately
disclosed by virtue of their size or incidence to supplement the
understanding of the entity's financial performance. The Management
Committee of the Group uses financial performance on a
pre-exceptional basis to evaluate operating performance and to make
strategic, financial and operational decisions, and externally
because it is widely used by security analysts and investors in
evaluating the performance of the Group between reporting periods
and against other companies.
While there have been no
exceptional items recorded in the year to 31
December 2023, exceptional items in the year to 31 December 2022 include: significant changes in the
long-term fleet plans that result in the reversal of impairment of
fleet assets and legal reimbursements.
The table below reconciles the
statutory Income statement to the Income statement before
exceptional items of the Group:
|
Year to
31 December
|
€ million
|
Statutory
2023
|
Exceptional
items
|
Before
exceptional
items
2023
|
Statutory
20221
|
Exceptional
items
|
Before
exceptional
items
20221
|
|
|
|
|
|
|
|
Passenger revenue
|
25,810
|
-
|
25,810
|
19,458
|
-
|
19,458
|
Cargo revenue
|
1,156
|
-
|
1,156
|
1,615
|
-
|
1,615
|
Other revenue
|
2,487
|
-
|
2,487
|
1,993
|
-
|
1,993
|
Total revenue
|
29,453
|
-
|
29,453
|
23,066
|
-
|
23,066
|
|
|
|
|
|
|
|
Employee costs
|
5,423
|
-
|
5,423
|
4,647
|
-
|
4,647
|
Fuel, oil costs and emissions
charges
|
7,557
|
-
|
7,557
|
6,120
|
-
|
6,120
|
Handling, catering and other
operating costs
|
3,849
|
-
|
3,849
|
2,971
|
-
|
2,971
|
Landing fees and en-route
charges
|
2,308
|
-
|
2,308
|
1,890
|
-
|
1,890
|
Engineering and other aircraft
costs
|
2,509
|
-
|
2,509
|
2,101
|
-
|
2,101
|
Property, IT and other
costs2
|
1,058
|
-
|
1,058
|
950
|
(23)
|
973
|
Selling costs
|
1,155
|
-
|
1,155
|
920
|
-
|
920
|
Depreciation, amortisation and
impairment3
|
2,063
|
-
|
2,063
|
2,070
|
(8)
|
2,078
|
Net gain on sale of property,
plant and equipment1
|
(2)
|
-
|
(2)
|
(22)
|
-
|
(22)
|
Currency differences
|
26
|
-
|
26
|
141
|
-
|
141
|
Total expenditure on
operations
|
25,946
|
-
|
25,946
|
21,788
|
(31)
|
21,819
|
Operating profit
|
3,507
|
-
|
3,507
|
1,278
|
31
|
1,247
|
|
|
|
|
|
|
|
Finance costs
|
(1,113)
|
-
|
(1,113)
|
(1,017)
|
-
|
(1,017)
|
Finance income
|
386
|
-
|
386
|
52
|
-
|
52
|
Net change in fair value of
financial instruments
|
(11)
|
-
|
(11)
|
81
|
-
|
81
|
Net financing credit relating to
pensions
|
103
|
-
|
103
|
26
|
-
|
26
|
Net currency retranslation
credits/(charges)
|
176
|
-
|
176
|
(115)
|
-
|
(115)
|
Other non-operating
credits1
|
8
|
-
|
8
|
110
|
-
|
110
|
Total net non-operating
costs
|
(451)
|
-
|
(451)
|
(863)
|
-
|
(863)
|
Profit before tax
|
3,056
|
-
|
3,056
|
415
|
31
|
384
|
Tax
|
(401)
|
-
|
(401)
|
16
|
(2)
|
18
|
Profit after tax
|
2,655
|
-
|
2,655
|
431
|
29
|
402
|
|
Three
months to 31 December
|
€ million
|
Statutory
2023
|
Exceptional
items
|
Before
exceptional
items
2023
|
Statutory
20221
|
Exceptional
items
|
Before
exceptional
items
20221
|
|
|
|
|
|
|
|
Passenger revenue
|
6,293
|
-
|
6,293
|
5,438
|
-
|
5,438
|
Cargo revenue
|
290
|
-
|
290
|
399
|
-
|
399
|
Other revenue
|
641
|
-
|
641
|
549
|
-
|
549
|
Total revenue
|
7,224
|
-
|
7,224
|
6,386
|
-
|
6,386
|
|
|
|
|
|
|
|
Employee costs
|
1,438
|
-
|
1,438
|
1,230
|
-
|
1,230
|
Fuel, oil costs and emissions
charges
|
1,978
|
-
|
1,978
|
1,720
|
-
|
1,720
|
Handling, catering and other
operating costs
|
958
|
-
|
958
|
828
|
-
|
828
|
Landing fees and en-route
charges
|
546
|
-
|
546
|
499
|
-
|
499
|
Engineering and other aircraft
costs
|
647
|
-
|
647
|
594
|
-
|
594
|
Property, IT and other
costs2
|
270
|
-
|
270
|
280
|
-
|
280
|
Selling costs
|
304
|
-
|
304
|
249
|
-
|
249
|
Depreciation, amortisation and
impairment3
|
555
|
-
|
555
|
539
|
-
|
539
|
Net loss on sale of property,
plant and equipment1
|
13
|
-
|
13
|
9
|
-
|
9
|
Currency differences
|
13
|
-
|
13
|
(39)
|
-
|
(39)
|
Total expenditure on
operations
|
6,722
|
-
|
6,722
|
5,909
|
-
|
5,909
|
Operating profit
|
502
|
-
|
502
|
477
|
-
|
477
|
|
|
|
|
|
|
|
Finance costs
|
(246)
|
-
|
(246)
|
(294)
|
-
|
(294)
|
Finance income
|
101
|
-
|
101
|
41
|
-
|
41
|
Net change in fair value of
financial instruments
|
(11)
|
-
|
(11)
|
(51)
|
-
|
(51)
|
Net financing credit relating to
pensions
|
26
|
-
|
26
|
7
|
-
|
7
|
Net currency retranslation
credits
|
112
|
-
|
112
|
190
|
-
|
190
|
Other non-operating
charges1
|
(43)
|
-
|
(43)
|
(121)
|
-
|
(121)
|
Total net non-operating
costs
|
(61)
|
-
|
(61)
|
(228)
|
-
|
(228)
|
Profit before tax
|
441
|
-
|
441
|
249
|
-
|
249
|
Tax
|
63
|
-
|
63
|
(17)
|
-
|
(17)
|
Profit after tax
|
504
|
-
|
504
|
232
|
-
|
232
|
1 The 2022 results include a reclassification to conform
with the current year presentation for the Net loss/(gain) on sale
of property, plant and equipment. There is no impact on the Profit
after tax. Further information is given in note 2.
The rationale for each exceptional
item is given below.
2 Partial reversal of
historical fine
The exceptional credit of €23
million for the year to 31 December 2022 relates to the partial
reversal of the fine, plus accrued interest, initially issued by
the European Commission, in 2010, to British Airways regarding its
involvement in cartel activity in the air cargo sector and that had
been recognised as an exceptional charge. The exceptional credit
has been recorded within Property, IT and other costs in the Income
statement with no resultant tax charge arising. The cash inflow
associated with the partial reversal of the fine was recognised
during 2022.
3 Impairment reversal of
fleet and associated assets
The exceptional impairment reversal
of €8 million for the year to 31 December 2022 relates to six
Airbus A320s in Vueling, previously stood down in the fourth
quarter of 2020 and subsequently stood up in the second and third
quarters of 2022. The exceptional impairment reversal was recorded
within Right of use assets on the Balance sheet and within
Depreciation, amortisation and impairment in the Income
statement.
There is no cash flow impact and
there has been a tax charge of €2 million on the recognition of the
impairment reversal.
The table below provides a
reconciliation of the statutory to pre-exceptional condensed
alternative income statement by operating segment for the years to
31 December 2023 and 2022:
|
Year to
31 December 2023
|
|
British
Airways (£)
|
British
Airways (€)
|
Iberia
|
Vueling
|
Aer
Lingus
|
Million
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Passenger revenue
|
12,668
|
-
|
12,668
|
14,558
|
-
|
14,558
|
5,262
|
-
|
5,262
|
3,181
|
-
|
3,181
|
2,209
|
-
|
2,209
|
Cargo revenue
|
757
|
-
|
757
|
869
|
-
|
869
|
275
|
-
|
275
|
-
|
-
|
-
|
55
|
-
|
55
|
Other revenue
|
898
|
-
|
898
|
1,032
|
-
|
1,032
|
1,421
|
-
|
1,421
|
17
|
-
|
17
|
10
|
-
|
10
|
Total revenue
|
14,323
|
-
|
14,323
|
16,459
|
-
|
16,459
|
6,958
|
-
|
6,958
|
3,198
|
-
|
3,198
|
2,274
|
-
|
2,274
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Employee costs
|
2,577
|
-
|
2,577
|
2,960
|
-
|
2,960
|
1,284
|
-
|
1,284
|
399
|
-
|
399
|
471
|
-
|
471
|
Fuel, oil costs and emissions
charges
|
3,825
|
-
|
3,825
|
4,395
|
-
|
4,395
|
1,496
|
-
|
1,496
|
907
|
-
|
907
|
639
|
-
|
639
|
Ownership costs
|
1,015
|
-
|
1,015
|
1,166
|
-
|
1,166
|
411
|
-
|
411
|
256
|
-
|
256
|
150
|
-
|
150
|
Supplier costs
|
5,475
|
-
|
5,475
|
6,288
|
-
|
6,288
|
2,827
|
-
|
2,827
|
1,240
|
-
|
1,240
|
789
|
-
|
789
|
Total expenditure on
operations
|
12,892
|
-
|
12,892
|
14,809
|
-
|
14,809
|
6,018
|
-
|
6,018
|
2,802
|
-
|
2,802
|
2,049
|
-
|
2,049
|
Operating profit
|
1,431
|
-
|
1,431
|
1,650
|
-
|
1,650
|
940
|
-
|
940
|
396
|
-
|
396
|
225
|
-
|
225
|
Operating margin (%)
|
10.0%
|
|
10.0%
|
|
|
|
13.5%
|
|
13.5%
|
12.4%
|
|
12.4%
|
9.9%
|
|
9.9%
|
|
Year to
31 December 2023
|
|
IAG
Loyalty (£)
|
IAG
Loyalty (€)
|
Million
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Passenger revenue
|
837
|
-
|
837
|
961
|
-
|
961
|
Other revenue
|
455
|
-
|
455
|
524
|
-
|
524
|
Total revenue
|
1,292
|
-
|
1,292
|
1,485
|
-
|
1,485
|
|
|
|
|
|
|
|
Employee costs
|
61
|
-
|
61
|
70
|
-
|
70
|
Ownership costs
|
10
|
-
|
10
|
11
|
-
|
11
|
Supplier costs
|
941
|
-
|
941
|
1,083
|
-
|
1,083
|
Total expenditure on
operations
|
1,012
|
-
|
1,012
|
1,164
|
-
|
1,164
|
Operating profit
|
280
|
-
|
280
|
321
|
-
|
321
|
Operating margin (%)
|
21.7%
|
|
21.7%
|
|
|
|
|
Year to
31 December 20221
|
|
British
Airways (£)
|
British
Airways (€)
|
Iberia
|
Vueling
|
Aer
Lingus
|
Million
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Passenger revenue
|
9,215
|
-
|
9,215
|
10,790
|
-
|
10,790
|
4,042
|
-
|
4,042
|
2,584
|
-
|
2,584
|
1,679
|
-
|
1,679
|
Cargo revenue
|
1,060
|
-
|
1,060
|
1,245
|
-
|
1,245
|
347
|
-
|
347
|
-
|
-
|
-
|
80
|
-
|
80
|
Other revenue
|
755
|
-
|
755
|
886
|
-
|
886
|
1,122
|
-
|
1,122
|
14
|
-
|
14
|
10
|
-
|
10
|
Total revenue
|
11,030
|
-
|
11,030
|
12,921
|
-
|
12,921
|
5,511
|
-
|
5,511
|
2,598
|
-
|
2,598
|
1,769
|
-
|
1,769
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Employee costs
|
2,100
|
-
|
2,100
|
2,464
|
-
|
2,464
|
1,161
|
-
|
1,161
|
370
|
-
|
370
|
393
|
-
|
393
|
Fuel, oil costs and emissions
charges
|
2,929
|
-
|
2,929
|
3,432
|
-
|
3,432
|
1,313
|
-
|
1,313
|
739
|
-
|
739
|
539
|
-
|
539
|
Ownership
costs1
|
1,081
|
-
|
1,081
|
1,268
|
-
|
1,268
|
364
|
-
|
364
|
206
|
(8)
|
214
|
134
|
-
|
134
|
Supplier costs
|
4,595
|
(19)
|
4,614
|
5,391
|
(23)
|
5,414
|
2,284
|
-
|
2,284
|
1,088
|
-
|
1,088
|
646
|
-
|
646
|
Total expenditure on
operations1
|
10,705
|
(19)
|
10,724
|
12,555
|
(23)
|
12,578
|
5,122
|
-
|
5,122
|
2,403
|
(8)
|
2,411
|
1,712
|
-
|
1,712
|
Operating
profit1
|
325
|
19
|
306
|
366
|
23
|
343
|
389
|
-
|
389
|
195
|
8
|
187
|
57
|
-
|
57
|
Operating margin
(%)1
|
2.9%
|
|
2.8%
|
|
|
|
7.1%
|
|
7.1%
|
7.5%
|
|
7.2%
|
3.2%
|
|
3.2%
|
|
Year to
31 December 2022
|
|
IAG
Loyalty (£)
|
IAG
Loyalty (€)
|
Million
|
Statutory
|
Exceptional items
|
Before exceptional items
|
Statutory
|
Exceptional items
|
Before exceptional items
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Passenger revenue
|
569
|
-
|
569
|
676
|
-
|
676
|
Other revenue
|
274
|
-
|
274
|
325
|
-
|
325
|
Total revenue
|
843
|
-
|
843
|
1,001
|
-
|
1,001
|
|
|
|
|
|
|
|
Employee costs
|
50
|
-
|
50
|
56
|
-
|
56
|
Ownership costs
|
7
|
-
|
7
|
8
|
-
|
8
|
Supplier costs
|
546
|
-
|
546
|
655
|
-
|
655
|
Total expenditure on
operations
|
603
|
-
|
603
|
719
|
-
|
719
|
Operating profit
|
240
|
-
|
240
|
282
|
-
|
282
|
Operating margin (%)
|
28.4%
|
|
28.4%
|
|
|
|
1 Segment information for
2022 has been restated for the
reclassification to conform with the current year presentation for
the Net gain on sale of property, plant and equipment.
b Adjusted earnings per share
(KPI)
Adjusted earnings are based on results before exceptional items
after tax and adjusted for earnings
attributable to equity holders and interest on convertible bonds,
divided by the weighted average number of ordinary shares, adjusted
for the dilutive impact of the assumed conversion of the bonds and
employee share schemes outstanding.
€ million
|
Note
|
2023
|
2022
|
Profit after tax attributable to equity holders of the
parent
|
a
|
2,655
|
431
|
Exceptional items
|
a
|
-
|
29
|
Profit after tax attributable to equity holders of the parent before
exceptional items
|
|
2,655
|
402
|
Income statement impact of
convertible bonds
|
11
|
15
|
(104)
|
Adjusted profit
|
|
2,670
|
298
|
|
|
|
|
Weighted average number of
ordinary shares in issue used for basic earnings per
share
|
11
|
4,933
|
4,958
|
Weighted average number of
ordinary shares used for diluted earnings per share
|
11
|
5,277
|
5,344
|
|
|
|
|
Basic earnings per share
(€ cents)
|
|
53.8
|
8.7
|
Basic earnings per share before exceptional items (€
cents)
|
|
53.8
|
8.1
|
Adjusted earnings per share before exceptional items (€
cents)
|
|
50.6
|
5.6
|
c Ownership costs
Ownership costs represents the
income statement impact of the historical purchase of capital
assets and is defined as depreciation, amortisation and impairment,
arising on both property, plant and equipment and intangible
assets, and the net loss/(gain) on the sale of property, plant and
equipment. The Group believes that this measure is useful to the
users of the financial statements in understanding the impact of
capital assets in deriving the operating result of the
Group.
€ million
|
2023
|
2022
|
Depreciation, amortisation and
impairment
|
2,063
|
2,070
|
Net gain on sale of property,
plant and equipment
|
(2)
|
(22)
|
Ownership costs
|
2,061
|
2,048
|
d Airline non-fuel costs per
ASK
The Group monitors airline unit
costs (per available seat kilometre (ASK), a standard airline
measure of capacity) as a means of tracking operating efficiency of
the core airline business. As fuel costs can vary with commodity
prices, the Group monitors fuel and non-fuel costs individually.
Within non-fuel costs are the costs associated with generating
Other revenue, which typically do not represent the costs of
transporting passengers or cargo and instead represent the costs of
handling and maintenance for other airlines, non-flight products in
BA Holidays and costs associated with other miscellaneous
non-flight revenue streams. Airline non-fuel costs per ASK is
defined as total operating expenditure before exceptional items,
less fuel, oil costs and emission charges and less non-flight
specific costs divided by total available seat kilometres (ASKs),
and is shown on a constant currency basis (abbreviated to
'ccy').
€ million
|
Note
|
2023
Reported
|
ccy
adjustment
|
2023
ccy
|
20221
|
Total expenditure on
operations1
|
a
|
25,946
|
408
|
26,354
|
21,788
|
Add: exceptional items in
operating expenditure
|
a
|
-
|
|
-
|
(31)
|
Less: fuel, oil costs and emission
charges
|
a
|
7,557
|
6
|
7,563
|
6,120
|
Non-fuel
costs1
|
|
18,389
|
402
|
18,791
|
15,699
|
Less: Non-flight specific
costs1
|
|
2,141
|
68
|
2,209
|
1,716
|
Airline non-fuel costs
|
|
16,248
|
334
|
16,582
|
13,983
|
|
|
|
|
|
|
ASKs (millions)
|
|
323,111
|
|
323,111
|
263,592
|
|
|
|
|
|
|
Airline non-fuel unit costs per
ASK (€ cents)
|
|
5.03
|
|
5.13
|
5.30
|
1 The 2022
results include a reclassification to conform with the
current year presentation for the Net gain on sale of property,
plant and equipment.
e Free cash flow
(KPI)
Free cash flow represents the cash
generated by the businesses and is defined as the net cash flows
from operating activities taken from the Cash flow statement,
less the cash flows associated with the acquisition of property,
plant and equipment and intangible assets reported in net cash
flows from investing activities from the Cash flow statement. The
Group believes that this measure is useful to the users of the
financial statements in understanding the cash generating ability
of the Group to support operations and maintain its
capital assets.
€ million
|
2023
|
2022
|
Net cash flows from operating
activities
|
4,864
|
4,854
|
Acquisition of property, plant and
equipment and intangible assets
|
(3,544)
|
(3,875)
|
Free cash flow
|
1,320
|
979
|
f Net debt to EBITDA before
exceptional items (KPI)
To supplement total borrowings as
presented in accordance with IFRS, the Group reviews net debt to
EBITDA before exceptional items to assess its level of net debt in
comparison to the underlying earnings generated by the Group in
order to evaluate the underlying business performance of the Group.
This measure is used to monitor the Group's leverage and to assess
financial headroom against internal and external security analyst
and investor benchmarks.
Net debt is defined as long-term
borrowings (both current and non-current), less cash, cash
equivalents and current interest-bearing deposits. Net debt
excludes supply chain financing arrangements which are classified
within trade payables (note 23).
EBITDA before exceptional items is
defined as operating result before exceptional items, interest,
taxation, depreciation, amortisation
and impairment.
The Group believes that this
additional measure, which is used internally to assess the Group's
financial capacity, is useful to the users of the financial
statements in helping them to see how the Group's financial
capacity has changed over the year. It is a measure of the
profitability of the Group and of the core operating cash flows
generated by the business model.
€ million
|
Note
|
2023
|
20221
|
Interest-bearing long-term
borrowings
|
26
|
16,082
|
19,984
|
Less: Cash and cash
equivalents
|
22
|
5,441
|
9,196
|
Less: Other current
interest-bearing deposits
|
22
|
1,396
|
403
|
Net debt
|
|
9,245
|
10,385
|
|
|
|
|
Operating
profit1
|
a
|
3,507
|
1,278
|
Add: Depreciation, amortisation
and impairment
|
a
|
2,063
|
2,070
|
EBITDA
|
|
5,570
|
3,348
|
Add: Exceptional items (excluding
those reported within Depreciation, amortisation and
impairment)
|
a
|
-
|
(23)
|
EBITDA before exceptional
items
|
|
5,570
|
3,325
|
|
|
|
|
Net debt to EBITDA before
exceptional items (times)
|
|
1.7
|
3.1
|
1 The 2022 results include a reclassification to conform
with the current year presentation for the Net gain on sale of
property, plant and equipment.
g Return on invested capital
(KPI)
The Group monitors return on
invested capital (RoIC) as it gives an indication of the Group's
capital efficiency relative to the capital invested, as well as the
ability to fund growth and to pay dividends. RoIC is defined as
EBITDA before exceptional items, less fleet depreciation adjusted
for inflation, depreciation of other property, plant and equipment,
and amortisation of software intangibles, divided by average
invested capital and is expressed as a percentage.
Invested capital is defined as the
average of property, plant and equipment and software intangible
assets over a 12-month period between the opening and closing net
book values. The fleet aspect of property, plant and equipment is
inflated over the average age of the fleet to approximate the
replacement cost of the associated assets.
€ million
|
Note
|
2023
|
20221, 2
|
EBITDA before exceptional
items
|
f
|
5,570
|
3,325
|
Less: Fleet depreciation
multiplied by inflation adjustment
|
|
(1,976)
|
(1,944)
|
Less: Other property, plant and
equipment depreciation
|
|
(194)
|
(247)
|
Less: Software intangible
amortisation
|
|
(185)
|
(210)
|
|
|
3,215
|
924
|
Invested capital
|
|
|
|
Average fleet
value3
|
13
|
16,919
|
15,717
|
Less: Average progress
payments4
|
13
|
(993)
|
(910)
|
Fleet book value less progress
payments
|
|
15,926
|
14,807
|
Inflation adjustment5
|
|
1.18
|
1.18
|
|
|
18,811
|
17,435
|
Average net book value of other
property, plant and equipment6
|
13
|
2,143
|
2,037
|
Average net book value of software
intangible assets7
|
17
|
737
|
640
|
Total invested capital
|
|
21,691
|
20,112
|
Return on invested
capital
|
|
14.8%
|
4.6%
|
1 The 2022 results include a reclassification to conform
with the current year presentation for the Net gain on sale of
property, plant and equipment.
2 The 2022 RoIC calculation excludes the effect of the €29
million credit recorded in Depreciation, amortisation and
impairment in the Income statement relating to the de-designation
of hedge accounting (see note 6 of the
Group financial statements).
3 The average net book value
of aircraft is calculated from an amount of €17,520 million at 31 December
2023 and €16,317 million at
31 December 2022.
4 The average net book value
of progress payments is calculated from an amount of €914 million at 31 December
2023 and €1,071 million at
31 December 2022.
5 Presented to two decimal places and calculated using a
1.5 per cent inflation (31 December 2022: 1.5 per
cent inflation) rate over the weighted average age of the fleet at
31 December 2023: 11.0 years (31 December 2022:
11.3 years).
6 The
average net book value of other property, plant and equipment is
calculated from an amount of €2,256 million at 31 December 2023 and
€2,029 million at 31 December 2022.
7 The average net book value
of software intangible assets is calculated from an amount of €837
million at 31 December 2023 and €637 million at 31 December
2022.
h Results on a constant currency
basis
Movements in foreign exchange
rates impact the Group's financial results. The IAG Board and
Management Committee review the results, including revenue and
operating costs at constant rates of exchange. These financial
measures are calculated at constant rates of exchange based on a
retranslation, at prior year exchange rates, of the current year's
results of the Group. Although the Board and Management Committee
do not believe that these measures are a substitute for IFRS
measures, the Board and Management Committee do believe that such
results excluding the impact of currency fluctuations year-on-year
provide additional useful information to investors regarding the
Group's operating performance on a constant currency basis.
Accordingly, the financial measures at constant currency within the
discussion of the Group Financial review should be read in
conjunction with the information provided in the Group financial
statements.
The following table represents the
main average and closing exchange rates for the reporting periods.
Where 2023 figures are stated at a
constant currency basis, the 2022 rates
stated below have been applied:
Foreign exchange rates
|
Weighted average
|
Closing
|
|
2023
|
2022
|
2023
|
2022
|
Pound sterling to euro
|
1.15
|
1.17
|
1.16
|
1.14
|
Euro to US dollar
|
1.09
|
1.05
|
1.09
|
1.06
|
Pound sterling to US
dollar
|
1.26
|
1.23
|
1.27
|
1.21
|
i Liquidity
The Board
and the Management Committee monitor liquidity in order to assess
the resilience of the Group to adverse events and uncertainty and
develop funding initiatives to maintain this resilience.
Liquidity is used by analysts,
investors and other users of the financial statements as a measure
of the financial health and resilience of the Group.
Liquidity is defined as Cash and
cash equivalents plus Current interest-bearing deposits, plus
Committed general undrawn facilities and
Committed aircraft undrawn facilities.
€ million
|
Note
|
2023
|
2022
|
Cash and cash
equivalents
|
22
|
5,441
|
9,196
|
Current interest-bearing
deposits
|
22
|
1,396
|
403
|
Committed general undrawn
facilities
|
29f
|
4,359
|
3,231
|
Committed aircraft undrawn
facilities
|
29f
|
375
|
1,116
|
Overdrafts and other
facilities
|
29f
|
53
|
53
|
Total liquidity
|
|
11,624
|
13,999
|
GROUP INVESTMENTS
Subsidiaries
British Airways
Name and address
|
Principal activity
|
Country
of Incorporation
|
Percentage of equity owned
|
BA and AA Holdings
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100 %
|
BA Call Centre India Private
Limited (callBA)
F-42, East of Kailash, New-Delhi, 110065
|
Call
centre
|
India
|
100 %
|
BA Cityflyer
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Airline
operations
|
England
|
100 %
|
BA Euroflyer
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Airline
operations
|
England
|
100 %
|
BA European
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100 %
|
BA Excepted Group Life Scheme
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Life
insurance
|
England
|
100 %
|
BA Healthcare Trust
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Healthcare
|
England
|
100 %
|
BA Holdco
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100 %
|
BA Number One
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100 %
|
BA Number Two
Limited
IFC 5, St Helier, JE1 1ST
|
Holding
company
|
Jersey
|
100 %
|
Bealine Plc
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Dormant
|
England
|
100 %
|
BritAir Holdings
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100 %
|
British Airways (BA)
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Dormant
|
England
|
100 %
|
British Airways 777 Leasing
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Aircraft
leasing
|
England
|
100 %
|
British Airways Associated
Companies Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100 %
|
British Airways Avionic
Engineering Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Aircraft
maintenance
|
England
|
100 %
|
British Airways Capital
Limited
Queensway House, Hilgrove Street, St Helier, JE1 1ES
|
Aircraft
financing
|
Jersey
|
100 %
|
British Airways Holdings
B.V.
Strawinskylaan 3105, Atrium, Amsterdam, 1077ZX
|
Holding
company
|
Netherlands
|
100 %
|
British Airways Holidays
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Tour
operator
|
England
|
100 %
|
British Airways Interior
Engineering Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Aircraft
maintenance
|
England
|
100 %
|
British Airways Leasing
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Aircraft
leasing
|
England
|
100 %
|
British Airways Maintenance
Cardiff Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Aircraft
maintenance
|
England
|
100 %
|
British Airways Pension Trustees
(No 2) Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Trustee
company
|
England
|
100 %
|
British Midland Airways
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Former
airline
|
England
|
100 %
|
British Midland
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Dormant
|
England
|
100 %
|
Flyline Tele Sales & Services
GmbH
Hermann Koehl-Strasse 3, 28199, Bremen
|
Call
centre
|
Germany
|
100 %
|
Gatwick Ground Services
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Ground
services
|
England
|
100 %
|
Overseas Air Travel
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Transport
|
England
|
100 %
|
Speedbird Insurance Company
Limited*
Canon's Court, 22 Victoria Street, Hamilton, HM 12
|
Insurance
|
Bermuda
|
100 %
|
Teleflight
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Call
centre
|
England
|
100 %
|
British Mediterranean Airways
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Former
airline
|
England
|
99
%
|
Avios Group (AGL)
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Management of airline loyalty programmes
|
England
|
86
%1
|
Iberia
Name and address
|
Principal activity
|
Country
of incorporation
|
Percentage of equity owned
|
Compañía Operadora de Corto y Medio
Radio Iberia Express, S.A.*
Calle Alcañiz 23, Madrid, 28006
|
Airline
operations
|
Spain
|
100 %
|
Compañía Explotación Aviones
Cargueros Cargosur, S.A.
Calle Martínez Villergas 49, Madrid, 28027
|
Cargo
transport
|
Spain
|
100 %
|
Iberia LAE México SA de
CV
Xochicalco 174, Col. Narvarte, Alcaldía Benito Juárez,
Mexico City, 03020
|
Aircraft
technical assistance
|
Mexico
|
100 %
|
Iberia Líneas Aéreas de España,
S.A. Operadora*
Calle Martínez Villergas 49, Madrid, 28027
|
Airline
operations and maintenance
|
Spain
|
100
%2
|
Iberia Operadora UK
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100
%1
|
Iberia Tecnología,
S.A.*
Calle Martínez Villergas 49, Madrid, 28027
|
Aircraft
maintenance
|
Spain
|
100 %
|
Iberia Desarrollo Barcelona,
S.L.*
Avenida de les Garrigues 38-44, Edificio B,
El Prat de Llobregat, Barcelona, 08220
|
Airport
infrastructure development
|
Spain
|
75
%
|
Avios Group (AGL)
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Management of airline loyalty programmes
|
England
|
14
%1
|
Aer Lingus
Name and address
|
Principal activity
|
Country
of incorporation
|
Percentage of equity owned
|
Aer Lingus (Ireland)
Limited
Dublin Airport, Dublin
|
Provision of human resources
support to fellow group companies
|
Republic
of Ireland
|
100 %
|
Aer Lingus 2009 DCS Trustee
Limited
Dublin Airport, Dublin
|
Trustee
|
Republic
of Ireland
|
100 %
|
Aer Lingus Beachey
Limited
Penthouse Suite, Analyst House, Peel Road, Douglas, IM1
4LZ
|
Dormant
|
Isle of
Man
|
100 %
|
Aer Lingus Group
DAC*
Dublin Airport, Dublin
|
Holding
company
|
Republic
of Ireland
|
100
%3
|
Aer Lingus
Limited*
Dublin Airport, Dublin
|
Airline
operations
|
Republic
of Ireland
|
100 %
|
Aer Lingus (UK)
Limited
Aer Lingus Base, Belfast City Airport, Sydenham Bypass, Belfast,
Co. Antrim, BT3 9JH
|
Airline
operations
|
Northern
Ireland
|
100 %
|
ALG Trustee
Limited
33-37 Athol Street, Douglas, IM1 1LB
|
Trustee
|
Isle of
Man
|
100 %
|
Dirnan Insurance Company
Limited
Canon's Court, 22 Victoria Street, Hamilton, HM 12
|
Insurance
|
Bermuda
|
100 %
|
Santain Developments
Limited
Dublin Airport, Dublin
|
Dormant
|
Republic
of Ireland
|
100 %
|
IAG Loyalty
Name and address
|
Principal activity
|
Country
of incorporation
|
Percentage of equity owned
|
Avios South Africa Proprietary
Limited
Block C, 1 Marignane Drive, Bonaero Park, Gauteng, 1619
|
Dormant
|
South
Africa
|
100 %
|
IAG Loyalty
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Dormant
|
England
|
100 %
|
IAG Loyalty Retail
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Retail
services
|
England
|
100 %
|
IAG Cargo
Name and address
|
Principal activity
|
Country
of Incorporation
|
Percentage of equity owned
|
Cargo Innovations
Limited
Carrus Cargo Centre, PO Box 99, Sealand Road, London Heathrow
Airport, Hounslow, Middlesex, TW6 2JS
|
Dormant
|
England
|
100 %
|
Zenda Group
Limited
Carrus Cargo Centre, PO Box 99, Sealand Road, London Heathrow
Airport, Hounslow, Middlesex, TW6 2JS
|
Dormant
|
England
|
100 %
|
Vueling
Name and address
|
Principal activity
|
Country
of incorporation
|
Percentage of equity owned
|
Yellow Handling,
S.L.U
Carrer de Catalunya 83, Viladecans, Barcelona 08840
|
Ground
handling services
|
Spain
|
100 %
|
LEVEL
Name and address
|
Principal activity
|
Country
of incorporation
|
Percentage of equity owned
|
FLYLEVEL UK
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Dormant
|
England
|
100 %
|
Openskies SASU
3 Rue le Corbusier, Rungis, 94150
|
Airline
operations
|
France
|
100 %
|
International Consolidated
Airlines Group, S.A.
Name and address
|
Principal activity
|
Country
of incorporation
|
Percentage of equity owned
|
AERL Holding
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Holding
company
|
England
|
100 %
|
British Airways
Plc*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Airline
operations
|
England
|
100
%4
|
FLY LEVEL, S.L.
Camino de la Muñoza s/n, El Caserío,
Iberia Zona Industrial 2, Madrid, 28042
|
Airline
operations
|
Spain
|
100 %
|
IAG Cargo
Limited*
Carrus Cargo Centre, PO Box 99, Sealand Road, London Heathrow
Airport, Hounslow, TW6 2JS
|
Air
freight operations
|
England
|
100 %
|
IAG Connect
Limited
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
Inflight
eCommerce platform
|
Republic
of Ireland
|
100 %
|
IAG GBS
Limited*
Waterside, PO Box 365, Harmondsworth, UB7 0GB
|
IT,
finance, procurement services
|
England
|
100 %
|
IAG GBS Poland sp
z.o.o.*
Ul. Opolska 114, Krakow, 31-323
|
IT,
finance, procurement services
|
Poland
|
100 %
|
IB Opco Holding, S.L.
Calle Martínez Villergas 49, Madrid, 28027
|
Holding
company
|
Spain
|
100
%2
|
Vueling Airlines,
S.A.*
Carrer de Catalunya 83, Viladecans, Barcelona 08840
|
Airline
operations
|
Spain
|
100 %
|
* Principal
subsidiaries
1 The Group holds 100% of
both the nominal share capital and economic rights in Avios Group
(AGL) Limited, held directly by British Airways Plc, which owns 86%
and Iberia Operadora UK Limited which owns 14%.
2 The Group holds 49.9% of
both the total nominal share capital and the total number of voting
rights in IB Opco Holding, S.L. (and thus, indirectly, in Iberia
Líneas Aéreas de España, S.A. Operadora), such stake having almost
100% of the economic rights in these companies. The remaining
shares, representing 50.1% of the total nominal share capital
and the total number of voting rights belong to a Spanish company
incorporated for the purposes of implementing the Iberia
nationality structure.
3 The Group holds 49.75% of
the total number of voting rights and the majority of the economic
rights in Aer Lingus Group DAC. The remaining voting rights,
representing 50.25%, correspond to a trust established for
implementing the Aer Lingus nationality structure.
4 The Group holds 49.9% of
the total number of voting rights and 99.65% of the total nominal
share capital in British Airways Plc, such stake having almost 100%
of the economic rights. The remaining nominal share capital and
voting rights, representing 0.35% and 50.1% respectively, are held
by a trust established for the purposes of implementing the British
Airways nationality structure.
Associates
Name and address
|
Country
of Incorporation
|
Percentage of equity owned
|
Empresa Hispano Cubana de
Mantenimiento de Aeronaves, Ibeca, S.A.
Carretera Aerocaribbean y Final, Terminal No 5
Jose Martí Airport, Wajay, Municipio Boyeros, Havana
|
Cuba
|
50
%
|
Empresa Logística de Carga Aérea,
S.A.
Carretera de Wajay km 1 ½, Jose Martí Airport, Havana
|
Cuba
|
50
%
|
Mundiplan Turismo y Ocio
S.L.
Calle Hermanos García Noblejas 41,
Madrid, 28037
|
Spain
|
50
%
|
Multiservicios Aeroportuarios,
S.A.
Avenida de Manoteras 46, 2ª planta, Madrid, 28050
|
Spain
|
49
%
|
Dunwoody Airline Services
Limited
Building 552 Shoreham Road East, London Heathrow Airport, Hounslow,
TW6 3UA
|
England
|
40
%
|
Serpista, S.A.
Calle Cardenal Marcelo Spínola 10, Madrid, 28016
|
Spain
|
39
%
|
Air Miles España,
S.A.
Avenida de Bruselas 20, Alcobendas, Madrid, 28108
|
Spain
|
26.7 %
|
Inloyalty by Travel Club,
S.L.U.
Avenida de Bruselas 20, Alcobendas, Madrid, 28108
|
Spain
|
26.7 %
|
Viajes Ame,
S.A.U.
Avenida de Bruselas 20, Alcobendas, Madrid, 28108
|
Spain
|
26.7 %
|
LanzaJet Inc.
520 Lake Cook Road, Suite 680, Deerfield, Illinois,
60015
|
USA
|
16.7 %
|
Joint ventures
Name and address
|
Country
of incorporation
|
Percentage of equity owned
|
Sociedad Conjunta para la Emisión y
Gestión de Medios de Pago EFC, S.A.
Calle de O'Donnell 12, Madrid, 28009
|
Spain
|
50.5 %
|
Other equity
investments
The Group's principal other equity
investments are as follows:
Name and address
|
Country
of incorporation
|
Percentage of equity owned
|
Currency
|
Shareholder's funds
(million)
|
Profit/(loss) before tax (million)
|
Air Europa Holdings
S.L.1
Carretera Arenal - Llucmajor, km 21.5, Llucmajor, 07620
|
Spain
|
20
%
|
€
|
25
|
-
|
Servicios de Instrucción de Vuelo,
S.L.
Camino de la Muñoza s/n, El Caserío,
Iberia Zona Industrial 2, Madrid, 28042
|
Spain
|
19.9 %
|
€
|
70
|
6
|
The Airline Group
Limited
5th Floor, Brettenham House South, Lancaster Place, London,
WC2N 7EN
|
England
|
16.7 %
|
£
|
241
|
-
|
Travel Quinto Centenario,
S.A.
Calle Alemanes 3, Sevilla, 41004
|
Spain
|
10
%
|
€
|
-
|
-
|
i6 Group
Limited
Farnborough Airport, Ively Road, Farnborough, Hampshire, GU14
6XA
|
England
|
7.4 %
|
£
|
2
|
(2)
|
Monese Limited
Eagle House 163 City Road, London, EC1V 1NR
|
England
|
4.8 %
|
£
|
8
|
(31)
|
1 The Shareholder funds and
result before tax of Air Europa Holdings S.L. represent the data
for the year to 31 December 2022 and are
prepared under Spanish GAAP. The Group does not have access to
financial information other than that reported in the statutory
financial statements of the company, which are published subsequent
to the authorisation of these consolidated financial
statements.
STATEMENT OF DIRECTORS'
RESPONSIBILITIES
LIABILITY STATEMENT OF DIRECTORS
FOR THE PURPOSES ENVISAGED UNDER ARTICLE 11.1.b OF SPANISH ROYAL
DECREE 1362/2007 OF 19 OCTOBER (REAL DECRETO
1362/2007).
At a meeting held on 28 February 2024, the Directors of International
Consolidated Airlines Group, S.A. state that, to the best of their
knowledge, the consolidated financial statements for the year to
31 December 2023 prepared in accordance
with the applicable international accounting standards, offer a
true and fair view of the assets, liabilities, financial position
and profit or loss of the Company and the undertakings included in
the consolidation taken as a whole, and the interim consolidated
management report includes a fair review of the required
information.
28 February 2024
|
|
|
Javier Ferrán Larraz
Chairman
|
|
Luis Gallego Martín
Chief Executive Officer
|
|
|
|
Giles Agutter
|
|
Peggy Bruzelius
|
|
|
|
Eva Castillo Sanz
|
|
Margaret Ewing
|
|
|
|
Maurice Lam
|
|
Heather Ann McSharry
|
|
|
|
Robin Phillips
|
|
Emilio Saracho Rodríguez de
Torres
|
|
|
|
Lucy Nicola Shaw
|
|
|
AIRCRAFT FLEET
Number in service with Group
companies
|
Owned
|
Finance
lease
|
Operating lease
|
Total
31
December 2023
|
Total
31
December 2022
|
|
Changes
since
31
December 2022
|
Future
deliveries
|
Options1
|
Airbus A319ceo
|
9
|
-
|
32
|
41
|
41
|
|
-
|
-
|
-
|
Airbus A320ceo
|
49
|
13
|
128
|
190
|
199
|
|
(9)
|
3
|
-
|
Airbus A320neo
|
-
|
38
|
28
|
66
|
60
|
|
6
|
49
|
40
|
Airbus A321ceo
|
11
|
3
|
29
|
43
|
44
|
|
(1)
|
-
|
-
|
Airbus A321neo
|
4
|
6
|
19
|
29
|
16
|
|
13
|
33
|
-
|
Airbus A321 LR
|
-
|
-
|
8
|
8
|
8
|
|
-
|
-
|
-
|
Airbus A321 XLR
|
-
|
-
|
-
|
-
|
-
|
|
-
|
14
|
14
|
Airbus A330-200
|
2
|
1
|
16
|
19
|
16
|
|
3
|
-
|
-
|
Airbus A330-300
|
4
|
4
|
12
|
20
|
20
|
|
-
|
-
|
-
|
Airbus A350-900
|
3
|
6
|
12
|
21
|
15
|
|
6
|
2
|
15
|
Airbus A350-1000
|
1
|
14
|
2
|
17
|
13
|
|
4
|
1
|
36
|
Airbus A380
|
3
|
9
|
-
|
12
|
12
|
|
-
|
-
|
-
|
Boeing 737-8200
|
-
|
-
|
-
|
-
|
-
|
|
-
|
25
|
100
|
Boeing 737-10
|
-
|
-
|
-
|
-
|
-
|
|
-
|
25
|
-
|
Boeing 777-200
|
38
|
2
|
3
|
43
|
43
|
|
-
|
-
|
-
|
Boeing 777-300
|
8
|
1
|
7
|
16
|
16
|
|
-
|
-
|
-
|
Boeing 777-9
|
-
|
-
|
-
|
-
|
-
|
|
-
|
18
|
24
|
Boeing 787-8
|
2
|
8
|
2
|
12
|
12
|
|
-
|
-
|
-
|
Boeing 787-9
|
1
|
8
|
9
|
18
|
18
|
|
-
|
-
|
-
|
Boeing 787-10
|
-
|
5
|
2
|
7
|
4
|
|
3
|
11
|
6
|
Embraer E190
|
9
|
-
|
11
|
20
|
21
|
|
(1)
|
-
|
-
|
Group total
|
144
|
118
|
320
|
582
|
558
|
|
24
|
181
|
235
|
1 The options to purchase
100 Boeing 737 aircraft allow for
flexibility in the choice of variant.
Aircraft are reported based on
their contractual definitions as opposed to their accounting
determination. For accounting purposes, while all operating leases
are presented as lease liabilities, finance leases are presented as
either lease liabilities or asset financed liabilities, depending
on the nature of the individual arrangement. See note 2 in the Group financial statements for further
information.
As well as those aircraft in
service the Group also holds 9 aircraft
(31 December 2022: 18) not in service.