Financial Position Of Easyjet Finance Essay

Easyjet is a U.K based low-priced air hose offering services on 500 paths between 118 European, West Asian and North African airdromes utilizing swift size of 182 aircrafts. Unlike its biggest rival Raynair, Easyjet uses primary airdromes to run its services in off-peak clip to avoid high airdrome fees. In 2007/08, despite the economic downswing and high fuel monetary values the company managed to increase its gross as compared to last twelvemonth with an addition burden factor of approximately 85 % . However the company failed to increase its net income border for the portion holders in 2008. While composing this study I find out the following cardinal findings about the fiscal place of the company in 2008.

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The company is non confronting any liquidness jobs, possessing a strong hard currency place and ample sum of short term investings.

The pitching degree of company is comparatively lower than Ryanair ; due to this low purchase degree it has the advantage over Ryanair to raise the external fiance easy in future if needed.

The company has increased its efficiency to use the resources more efficaciously as compared to last twelvemonth in 2007 but still lag behind Ryanair in overall efficiency to use the company recourses i.e. debitor and creditor yearss.

In 2008 profitableness remained the chief job of the company with low net income borders and Low ROCE in comparing with the old twelvemonth and with its chief challenger, Ryanair.


The chief ground for low Profit border of the Easyjet in 2008 was the inefficient direction of the governable costs. If the company wants to bask high net income border in future, it has to cut down all the governable direct and indirect disbursals by reexamining its current cost control scheme.


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Since the air power deregulating came into force in 1990 ‘s, the two lower cost bearers Easyjet and Ryanair emerged into Pierce competition with each other. Before the deregulating, these low-priced callings were in competition with their equals but so because of the increasing pricing war, they had started viing with tracks and trains every bit good. Let ‘s carry on a brief PEST analysis in order to understand the nature and competition degree in this Low-cost bearer concern. Chiefly the two providers i.e. Air coach and Boeing, supply air-crafts to air hose industry therefore the competition between these two allows low-priced air hoses to acquire low monetary values and dependable services. Airport is another provider to the air hoses ; To avoid high fee charges, Ryaniar normally operates on regional airdromes closer to metropolitan countries with low bargaining powers where as Easyjet uses major airdromes but fly at off-peak clip to avoid high fee charges of the airdrome. The dickering power of the client is high, to pull clients the Low cost Airlines offer low monetary values with the usage of web engineering which is inexpensive and easier manner for the client to purchase or interchange the flights with no excess costs. Due to capital-intensive nature of the industry and the presence of cardinal participants, possibility of new the entrant is normally really low in air power industry. The menace of a replacement is high ; with the outgrowth of new and fast rail connexions with low menu throughout the Europe might present a menace to lower-cost air hoses in future. The competition among challengers in this field is peculiarly strong. A monetary value war is a everyday activity in this concern to pull clients by giving its net income border but maintaining the monetary value lower to pull the clients.

Easyjet has quickly expanded since its constitution in 1995. Due to acquisition and base enlargement, Easyjet has become the 2nd largest low-priced air hose in U.K behind Ryanair with 184 aircrafts and holding 20 bases throughout the Europe.

In fact the Easyjet concern theoretical account is based on the original low-cost bearer theoretical account ( see appendix A ) , except that Easyjet has stretched the theoretical account farther by presenting “ no-frill ” construct ( no free nutrient and refreshment during the flight ) , and unlike other low-priced air hoses it uses primary airdromes for its flights operations.

The fiscal twelvemonth 2007/08 of Easyjet was effected by its acquisition of GB Airways worth 103.5 M in which ?11.5M was held in escrow as a security in that twelvemonth while on the other side the fuel monetary values were increased from $ 643 in 2007 to $ 1070/metric ton.


In this subdivision we are traveling to sum up the fiscal statements of Easyjet to hold a speedy thought about how the company had been making financially in the two twelvemonth i.e. 2007 and 2008 while detailed fiscal statements for Ryanair are given in appendix C for more information.

If we look at the above income statement of Easyjet, the 1st thing we will detect is the addition in Entire gross of the company from ?1,797.2 in 2007 to ?2,362, in 2008 giving 31 % rise in the figure, which is perchance contributed by GB airway acquired by Easyjet in 2008 as mentioned above. But down farther in the income statement the net net income of the twelvemonth 2008 has dropped to ?83.2M from ?152.3M in the twelvemonth 2007 giving 45 % autumn in the net income for 2008 despite the high gross. In fact this addition in entire gross is devoted to the cost of gross which can be seen in the income statement, merely the fuel charges has increased by 66 % excepting all the other disbursals. The addition in non- current assets ( specially the intangible assets that are increased by 41.42 % in 2008 ) can besides be seen on the balance sheet along with a noticeable addition in the current and non-current liabilities. Overall the balance sheet is looking really stable and strong with solid hard currency and hard currency tantamount assets and a important addition in entire equity and liabilities ( 23 % increased ) . It means that the concern is still in the place to pull creditors and investors.


The ratios I have selected here to analyze the fiscal state of affairs of the two companies in twelvemonth 2007/2008 may non be plenty to pull an absolute fiscal image for both the companies, nevertheless I believe that these are the most common ratios used usually in Financial related determination. ( Detail ratio given in appendix B )


The trade creditor twenty-four hours ‘s ratio of Easyjet shows an addition of about three yearss merely, in 2008 ( 13 Days ) as compared to last twelvemonth i.e. 2007 ( 9.45 Days ) but shows a important betterment in debitor yearss on the other manus, that has decreased from 39.2 in 2007 to 28.9 Dayss in 2008. Here Easyjet shows a better efficiency as compared to its last twelvemonth, but in comparing with Ryanair it is still far behind. Ryanair has creditor ‘s twenty-four hours increased ( 23.61 Days in 2008 ) by two-base hit of the last twelvemonth ( 12 Day in 2007 ) while debitor yearss is about the same as last twelvemonth i.e. 6.50 yearss on norm. As a whole, the efficiency of Easyjet in footings of debts and credits has improved by cut downing the debitor yearss as the company has more trade receivable than the sum of trade payable.

By size uping the efficiency for both the companies further, we will detect that the gross revenues gross per employee ratio of Ryanair is higher than Easyjet, but Easyjet scores on Ryanair in turnover/aircraft ; it is because of the new aircrafts in the fleet and higher burden factor in 2008.

The plus turnover ratio of Easyjet shows an addition from 0.77 in 2007 to.84 in 2008, reflects the better use of assets in runing the company to bring forth the gross every bit compared to the plus turnover ratio of Ryanair which is.45 in 2008, raised up from.43 in 2007. By analyzing the overall plus turnover ratio of both the companies, Ryanair ‘s plus turnover is more stable and consistent as compared to Easyjet.

Financing analysis

The capital construction of Easyjet is non extremely geared but largely dependent on the part from its stockholders nevertheless, the long term liability or adoptions in the balance sheet is up for 2008 as compared to 2007 as a consequence the geartrain ratio for Easyjet is increased to 30.84 % in 2008 from 29.34 % in 2007. It is decidedly because of the acquisition of GB air passages as the hard currency was used, therefore they needed long-run debt to cover the other disbursals. The geartrain ratio for Ryanair retentions has been increased significantly from 39.85 % in 2007 to 43.1 % in 2008.

The Inertest covering ratio of Easyjet has decreased from 4.83 in 2007 to 2.6 in 2008, one ground of this is because of the low operating net income and the other ground is the addition in long term debts but still the strong hard currency place, short term investings and low geartrain ratio, Easyjet has net involvement income of 17.3M in 2007 and 21.1M in 2008 which make it easy for it to pay the involvement on the long-run adoptions. On the other manus Ryanair has net involvement disbursal of 18.9M in 2008 and 20.8M in 2007 as a consequence the Ryanair has to pay more involvement out of its net income as compared to Easyjet.

Liquid Analysis

The current ratio of Easyjet in 2007 was 1.87 that has been reduced to 1.55 in 2008, this is because the addition in current liabilities of the company, although the entire current assets of the company have increased by 21 % but the entire current liabilities has increase by 46 % in 2008. The current maintence proviso is increased from 2.8M to 49 M in 2008 where as the trade payable has increased from 39.6M to 77.5 M in 2008. On the other manus the current ratio of Ryanair has dropped from 2.1 in 2007 to 1.53 in 2008 ; it is because the addition in current liabilities by about 40 % but merely 1.3 % additions in current entire assets. In instance of liquidness Easyjet scores on Ryanair.

Profitableness Analysis

The gross net income border which highlights the trading public presentation of a company has declined from 14.9 % in 2007 to 7.55 % in 2008 bespeaking a important addition in cost of gross of Easyjet plc. In instance of Ryanair, the same ratio shows an addition from 25.77 in old twelvemonth to 26.36 in 2008.

The Operating net income border of Easyjet shows a diminution from 9.52 % in 2007 to 3.84 % in 2008 although the operation cost seems to be less in 2008 as compared to that in 2007. This diminution in operating net income border is really the consequence of a heavy autumn in gross net income of the company in 2008.

Operating net income border, being one of the functional constituents ( other one is Asset bend over ) of ROCE, the decrease in this has besides reduced the overall ROCE of Easyjet from 10.4 % in 2007 to 4.91 % in 2008. This diminution in ROCE is truly an alarming signal for the company ‘s profitableness as it indicates the return on long-run capital employed by investors. Such a decrease in this figure is rather adequate to frighten off the investors. One the other manus once more the ROCE of Ryanair has increased by about 1 % .

From the treatment so far it is clear that a important portion of gross has been dedicated by Easyjet to run into its direct and indirect operating disbursals.

Adrian ( 2009 ) shows in the undermentioned tabular array, how both of the no-frill companies ( Ryanair and Easyjet ) carry out their costs in 2008.


Adrian ( 2009 ) , in the above tabular array shows that Despite the Easyjet ‘s menu being 40 % higher than Ryanair, the operating profit/passenger of Ryanair is twice more than Easyjet, this is because Ryanair costs are above 35 % less than that of Easyjet.

Harmonizing to Pitfield ( 2008 ) , there are certain costs that are non subjected to be controlled by low-cost air hoses such as fuel burn and en-route pilotage charges but all other influences on cost per place can be controlled like care cost could be lower by holding same commonalty of aircrafts, staff cost by cut downing the crew size and handling and administrative costs can be reduced by pick of airdromes and direct merchandising of tickets to riders.

Decision and Recommendations

From the above treatment, I reached to the decision that it is improbable for the Easyjet be affected adversely from the economic downswing in short-term as shown by higher burden factor and consistent addition in gross throughout the past old ages. However if the company keeps neglecting to command the direct and indirect costs associating to gross, which consequences in diminishing the overall net income border of the company will take to a state of affairs where investors will believe 100 times before puting in the company. By nature, the low-priced air hoses ( as the name bespeaking ) achieve the high net income border by cut downing its costs, in fact the endurance of such air hoses depend on maintaining their operational cost low. Following are some steps I will wish to urge to Easyjet that might be able to command the overall operational cost of the company.

By increasing the accessory gross to countervail the cost of income arising in coevals of operational gross

The company should reexamine its scheme of runing merely from primary airdromes ; I think Easyjet should see the usage of secondary airdromes with low bargaining powers.

The figure of flights should be decreased in off-peak seasons to avoid both employee costs and aircraft operating cost.

Keeping the crew size to minimal figure and besides the company should reexamine the current wage construction of the staff that is looking higher in the industry.

The company should follow a better hedge scheme in order to get by up with the future addition in fuel monetary values or currency exchange rates.

Easy jet should give particular attending to minimise the advertise disbursals.

To accomplish the aim of being No.1 air hose, Easyjet should minimise its overall operational costs.

Note: The chief beginnings of my research that I have carried out to finish this study are the official web sites of both the companies as they are the primary beginning of fiscal information associating to their concerns.


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