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Brazilian aviation’s story since 2000 is one of rapid market growth, new competition, changing rules and a severe pandemic shock. The clearest documented milestones show how the market expanded and how Azul entered a field dominated by Gol and LATAM; they do not, on their own, explain every airline’s rise, merger or collapse.
How Brazil’s airline market changed after 2000
From 2000 through 2018, Brazil’s commercial aviation market grew by an average of 7.8% a year, according to the National Civil Aviation Agency of Brazil (ANAC). The agency says that was 3.7 times the growth rate of the national economy. In 2018, airlines carried more than 117 million paying passengers.
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Those are market-wide figures, not growth rates for any individual airline. They show the scale of the industry’s expansion, but they do not establish how much of it came from lower fares, particular routes, specific carriers or other factors.
What changed when Azul entered the market?
Azul’s launch and early growth
Azul says in its 2025 annual report, filed in 2026, that it was founded on January 3, 2008, and began operations on December 15 that year. The filing says Azul became Brazil’s third-largest airline by domestic market share in May 2009, attributing that milestone to ANAC.
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A market with established leaders
In the same filing, Azul describes Gol and LATAM as Brazil’s two largest airlines by revenue passenger kilometers (RPK) and says they controlled more than 90% of the Brazilian aviation market before Azul began flying. That is a claim made in Azul’s company filing, not an independent comparison in the filing excerpt available here.
Azul also characterizes 2008–2015 as a period of significant market growth, attributing it partly to its own entry and partly to more people using air travel. The distinction matters: an airline’s account can document how it describes its role, but it should not be treated as a complete independent explanation of industry growth.
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How regulation and market access evolved
ANAC says Brazilian law was modified to allow airlines wholly owned by foreign capital. The agency also identifies the Voo Simples law as a major simplification of market-access processes for domestic and foreign airlines. It presents these changes as part of wider efforts to encourage competition, improve service quality and liberalize international air transport.
These measures describe a direction of policy, not proof that a particular new airline entered Brazil or that competition changed by a specific amount. The documented point is that ownership rules and market-access processes became more open or simpler; the practical effect on individual carriers requires separate evidence.
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What the pandemic did to Brazilian aviation
ANAC says COVID-19 severely affected the sector. It also reports that regular air connections were preserved through an essential air network, followed by a strong recovery in the first half of 2022. This is an overview of the sector, not a carrier-by-carrier account of losses, restructuring or recovery.
What the latest carrier snapshot can—and cannot—show
Azul’s 2025 annual report says that Azul had 29.1% of domestic RPK in December 2025, attributing the figure to ANAC. That is a single-month share of demand measured in passenger kilometers, not a full-year share, passenger count or measure of airline profitability. It should not be compared directly with figures using a different period or metric.
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For a consistent carrier comparison, ANAC’s air-transport statistics provide measures including passengers, RPK, available seat kilometers (ASK), load factor, routes and domestic versus international operations. ANAC says the data are updated monthly, compiled from reports by Brazilian and foreign companies, and may be revised after validation. The agency also warns that some disaggregated comparisons involving foreign airlines can produce distorted or even above-100% load factors because of how the variables are assembled. A single statistic is therefore a snapshot, not a complete history of who led the market or why.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Why this is a market history, not a full history of every airline
Brazilian aviation since 2000 cannot be reduced to one growth statistic or one new entrant. A detailed account of legacy carriers’ declines, airline exits, acquisitions, restructurings and the LATAM combination depends on carrier-specific dates and records. The market-level evidence summarized here establishes the expansion, Azul’s entry milestones, policy changes and pandemic-era disruption; it does not establish a complete chronology or the causes of each company’s fate.
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