- Highest full year operating and net profits in the Group’s history as robust demand for air travel drives record passenger revenue and load factors
强劲的航空旅行需求推动客运收入和客座率创历史记录，集团全年营业利润和净利润均创历史新高
- Geopolitical tensions, macroeconomic uncertainties, inflationary pressures, and supply chain constraints pose challenges for the aviation industry
地缘政治紧张局势、宏观经济不确定性、通胀压力和供应链制约因素对航空业构成挑战
- The SIA Group’s robust foundations and long-term strategic initiatives position it strongly to capture future growth opportunities
新航集团强健的基础及长远的战略举措为其抓住未来发展机遇奠定了坚实的基础
- Proposed final dividend of 38 cents per share results in a total payout of 48 cents per share for FY2023/24, or a dividend yield of 7.5%[1]
拟派末期股息每股 38 分，因此 2023/24 财年的派息总额为每股 48 分，股息率为 7.5%
SIA GROUP FINANCIAL PERFORMANCE
新加坡航空集团财务表现
Financial Year FY2023/24 – Profit and Loss
2023/24 财年 – 损益表
The Singapore Airlines (SIA) Group financial performance for the financial year FY2023/24 is summarised as follows:
新加坡航空（SIA）集团2023/24 财年的财务表现汇总如下：
| Group Financial Results
集团财务业绩 |
FY2023/24
($ million) 2023/24财年 （百万新元） |
FY2022/23
($ million) 2022/23财年 （百万新元） |
Better/ (Worse)
(%) 涨幅/跌幅 (%) |
2nd Half
FY2023/24 ($ million) 2023/24 财年下半年 （百万新元） |
2nd Half
FY2022/23 ($ million) 2022/23 财年 下半年 （百万新元） |
Better/ (Worse)
(%) 涨幅/跌幅 (%) |
| Total Revenue
总收入 |
19,013 | 17,775 | 7.0 | 9,850 | 9,358 | 5.3 |
| Total Expenditure
总支出 |
16,285 | 15,083 | (8.0) | 8,677 | 7,901 | (9.8) |
| Net Fuel Cost
净燃油成本 |
5,077 | 5,209 | 2.5 | 2,794 | 2,514 | (11.1) |
| Fuel Cost (before hedging)
燃油成本 (对冲前） |
5,468 | 5,958 | 8.2 | 2,940 | 2,845 | (3.3) |
| Fuel Hedging Gain
燃料对冲收益 |
(391) | (749) | (47.8) | (147) | (332) | (55.7) |
| Non-fuel Expenditure
非燃油支出 |
11,209 | 9,873 | (13.5) | 5,883 | 5,387 | (9.2) |
| Operating Profit
营业利润 |
2,728 | 2,692 | 1.3 | 1,174 | 1,458 | (19.5) |
| Net Profit
净利润 |
2,675 | 2,157 | 24.0 | 1,234 | 1,230 | 0.3 |
The demand for air travel remained buoyant throughout FY2023/24, boosted by a rebound in North Asia as China, Hong Kong SAR, Japan, and Taiwan fully reopened their borders. SIA and Scoot carried a combined 36.4 million passengers, up 37.6% year-on-year. Passenger traffic grew 26.6%, outpacing the capacity expansion of 22.9%. As a result, the Group passenger load factor (PLF) improved 2.6 percentage points to a record 88.0%. SIA and Scoot registered record PLFs of 87.1% and 91.2% respectively.
随着中国内地、中国香港特别行政区、中国台湾及日本全面开放边境，北亚地区的航空旅行需求也随之回升，使得整个 2023/24 财年的航空旅行需求保持强劲。新航和酷航的客运量合计达到 3,640 万人次，同比增长 37.6%。客运量增长了 26.6%，超过了 22.9% 的运力增幅。因此，集团的客座率（PLF）提高了 2.6 个百分点，录得创纪录的 88.0%。新航和酷航的客座率分别录得 87.1% 和 91.2%，创下历史新高。
Group revenue rose $1,238 million (+7.0% year-on-year) to a record $19,013 million. Passenger flown revenue rose by $2,319 million (+17.3%) to $15,685 million, despite a 7.6% decline in passenger yields. Cargo flown revenue fell $1,485 million (-41.2%) to $2,119 million. While cargo loads increased by 1.7% due to the strong demand from the e-commerce segment, yields were 42.2% lower year-on-year – albeit 29.8% above pre-pandemic levels[2].
集团收入增加了 12.38 亿新元（同比增长 7.0%），录得创纪录的 190.13 亿新元。尽管客运收益下降了 7.6%，但客运收入增加了 23.19 亿新元（+17.3%），达到 156.85 亿新元。货运收入下降了 14.85 亿新元（-41.2%），至 21.19 亿新元。由于电子商务领域的强劲需求，货运量增加了 1.7%，但收益同比下降了 42.2%，尽管比新冠疫情前水平高出 29.8%。
Group expenditure increased $1,202 million (+8.0%) to $16,285 million. Non-fuel expenditure rose by $1,336 million (+13.5%), and was partially offset by a $132 million decrease (-2.5%) in net fuel cost. The increase in non-fuel expenditure was lower than the 16.0% increase in overall passenger and cargo capacity. On the other hand, net fuel cost fell despite higher volumes uplifted (+$918 million) and a lower fuel hedging gain (+$358 million), mainly due to an 18.5% decrease in fuel prices (-$1,281 million).
集团支出增加了 12.02 亿新元（+8.0%），达到 162.85 亿新元。非燃油支出增加了 13.36 亿新元（+13.5%），部分被净燃油成本减少的 1.32 亿新元（-2.5%）所抵消。非燃油支出的增幅低于客货运总运力 16.0%的增幅。另一方面，尽管运量增加（+9.18 亿新元），燃油对冲收益减少（+3.58 亿新元），但净燃油成本却有所下降，这主要是由于燃油价格下降了 18.5%（-12.81 亿新元）。
As a result, Group operating profit reached a record $2,728 million, up $36 million or 1.3% from a year before.
因此，集团营业利润录得创纪录的27.28亿新元，较上年同期增长3,600万新元，增幅1.3%。
The Group’s net profit improved by $518 million (+24.0%) to $2,675 million. This was mainly due to the better operating performance (+$36 million), a net interest income versus net finance charges a year before (+$215 million), lower tax expense (+$132 million)[3], and a share of profits versus a share of losses of associated companies from the previous year (+$104 million).
集团净利润增加了5.18亿新元（+24.0%），达到26.75亿新元。这主要是由于较佳的运营业绩（+3,600万新元）、净利息收入与上年净财务费用之比（+2.15亿新元）、较低的税收支出（+1.32亿新元）以及关联公司上一年的利润份额与亏损份额之比（+1.04亿新元）。
Second Half FY2023/24 – Profit and Loss
2023/24财年下半年 — 损益
Second half Group revenue rose by $492 million (+5.3%) year-on-year to $9,850 million, marking a record for the Group’s half-yearly revenue. This was driven by a $749 million (+10.1%) increase in passenger flown revenue on the back of a 17.5% growth in traffic, which was slightly below the 17.7% expansion in capacity. The Group PLF remained almost flat at 87.3% (-0.1 percentage point). Passenger yields declined 6.0% on intensifying competition as other airlines progressively restored capacity.
集团下半年的收入同比增长了 4.92 亿新元（+5.3%），达到 98.50 亿新元，创下了集团下半年收入新纪录。这主要得益于客运量增长 17.5%（略低于运力增长的 17.7%），客运收入增加了 7.49 亿新元（+10.1%）。集团客座率基本持平于 87.3%（-0.1 个百分点）。由于其他航空公司逐步恢复运力，竞争加剧，客运收益下降了 6.0%。
Cargo revenue fell $446 million (-29.7%), with yields declining (-35.9%) amid the recovery in bellyhold cargo capacity. This was partly offset by an increase in loads (+9.7%) due to robust e-commerce flows. The demand for air freight from Asia was also supported by security concerns in the Red Sea, bolstering the overall cargo performance.
货运收入减少了 4.46 亿新元（-29.7%），在腹舱货运能力恢复的情况下，收益下降（-35.9%）。但由于电子商务领域流量强劲，货运量增加（+9.7%），部分抵消了这一影响。来自亚洲的空运需求也因红海的安全问题而得到支撑，从而提升了整体货运业绩。
Expenditure grew $776 million (+9.8%), consisting of a $496 million increase (+9.2%) in non-fuel expenditure and a $280 million increase (+11.1%) in net fuel cost. Net fuel cost increased to $2,794 million, mainly due to higher volume uplifted (+$365 million) and lower fuel hedging gain (+$185 million), and partially offset by a 6.8% drop in fuel prices (-$219 million).
支出增长了 7.76 亿新元（+9.8%），其中非燃油支出增长了 4.96 亿新元（+9.2%），净燃油成本增长了 2.8亿新元（+11.1%）。净燃油成本增加到 27.94 亿新元，主要原因是产量增加（+3.65 亿新元）和燃油对冲收益减少（+1.85 亿新元），部分被燃油价格下降 6.8%（-2.19 亿新元）所抵消。
In the second half, the Group operating profit decreased by $284 million (-19.5%) from the previous year to $1,174 million. The Group net profit was stable, rising $4 million year-on-year to $1,234 million. This was mainly driven by a lower tax expense (+$249 million) and a surplus on disposal of aircraft, spares, and spare engines versus a loss the year before (+$45 million), which offset the decline in operating performance.
下半年，集团营业利润为 11.74 亿新元，同比减少了 2.84 亿新元（-19.5%）。集团净利润保持稳定，同比增加 400 万新元，录得 12.34 亿新元。这主要是由于税费支出减少（+2.49 亿新元），以及处置飞机、备件和备用发动机的盈余（+4,500 万新元）抵消了运营业绩的下滑。
Balance Sheet
资产负债表
As of 31 March 2024, the Group shareholders’ equity was $16.3 billion, down $3.5 billion from 31 March 2023. This was due to the partial redemption in June and December 2023 of the June 2021 Mandatory Convertible Bonds (MCBs) for $5.1 billion, including accrued yield. Total debt balances decreased by $1.9 billion to $13.4 billion, mainly due to the repayment of borrowings. As a result, the Group’s debt-equity ratio increased from 0.77 times to 0.82 times.
截至 2024 年 3 月 31 日，集团股东权益为 163 亿新元，比 2023 年 3 月 31 日减少 35 亿新元。这是由于2021年6月的强制性可转换债券（MCBs）在2023年6月和12月部分赎回51亿新元，包括应计收益。债务结余总额减少19亿元至134亿元，主要是由于偿还借款。因此，集团的债务权益比率从0.77倍增加到0.82倍。
Cash and bank balances decreased by $5.1 billion to $11.3 billion, arising from the redemption of the MCBs, repayment of borrowings, and payment of dividends. This was mitigated by the $5.1 billion of net cash generated from operations, which included proceeds from forward sales. On top of the cash on hand, the Group has access to $2.9 billion of committed lines of credit, all of which remain untapped at present.
现金及银行结余减少51亿新元至113亿新元，原因是赎回强制性可转换债券、偿还借款及派发股息。业务产生的51亿新元净现金（包括远期销售收益）缓解了这一影响。除了库存现金外，集团还可以获得29亿新元的承诺信贷额度，但目前所有信贷额度均未动用。
FLEET AND NETWORK DEVELOPMENT
机队和航线网络发展
As of 31 March 2024, the Group operating fleet consisted of 200 aircraft with an average age of seven years and three months. SIA had 142 passenger aircraft[4] and seven freighters, while Scoot had 51 passenger aircraft[5]. In April 2024, the Group added one Airbus A350-900 and two Embraer E190-E2 aircraft to its fleet. As of 1 May 2024, the Group had 89 aircraft on order[6].
截至 2024 年 3 月 31 日，集团运营机队共有 200 架飞机，平均机龄为 7 年零 3 个月。新航拥有 142 架客机和 7 架货机，而酷航拥有 51 架客机。2024 年 4 月，集团机队新增一架空中客车 A350-900 和两架巴西航空工业公司（巴航工业） E190-E2 飞机。截至 2024 年 5 月 1 日，集团已订购 89 架飞机。
As of 31 March 2024, the Group’s passenger network[7] covered 118 destinations in 35 countries and territories. SIA served 73 destinations while Scoot served 67. The cargo network comprised 123 destinations in 37 countries and territories.
截至 2024 年 3 月 31 日，集团的客运航线网络覆盖 35 个国家及地区的 118 个目的地。新航运营73 个目的地，酷航则运营 67 个目的地。货运航线网络覆盖 37 个国家及地区的 123 个目的地。
For the Northern Summer 2024 operating season (31 March 2024 to 26 October 2024), Barcelona, Beijing, Darwin, Hong Kong SAR, Houston, Kuala Lumpur, Melbourne, Milan, Perth, Rome, Seattle, Shanghai, Taipei-Tokyo (Narita), and Yangon will see an increase in services. SIA launched services to Brussels in April 2024 and will begin operations to London (Gatwick) in June 2024.
在2024年夏秋航季（2024年3月31日至2024年10月26日），巴塞罗那、北京、达尔文、香港特别行政区、休斯顿、吉隆坡、墨尔本、米兰、珀斯、罗马、西雅图、上海、台北-东京（成田）和仰光的航班将有所增加。新航于 2024 年 4 月开通了布鲁塞尔航线，并将于 2024 年 6 月开通伦敦（盖特威克机场）航线。
Scoot began Embraer E190-E2 operations on 7 May 2024 with flights to Krabi. The aircraft will operate to existing destinations such as Hat Yai, Miri, and Kuantan, as well as two new points – Koh Samui (in May 2024) and Sibu (in June 2024). Operating the aircraft on thinner routes to non-metro destinations in the Asia-Pacific allows the Group to unlock significant growth opportunities in the region.
酷航于 2024 年 5 月 7 日开始投入运营巴航工业E190-E2飞机，飞往甲米。该款飞机还将执飞合艾、美里和关丹等现有航线目的地，以及苏梅岛（2024 年 5 月）和诗巫（2024 年 6 月）这两个新航点。在亚太地区非大都会且客流量较小的目的地航线上运营此款飞机，可使集团在该地区获得显著的增长机会。
FINAL DIVIDEND
最终股息
The Board of Directors recommends a final dividend of 38 cents per share for FY2023/24.
董事会建议 2023/24 财年的末期股息为每股 38 分。
Including the interim dividend of 10 cents per share paid on 22 December 2023, the total dividend for FY2023/24 will be 48 cents per share. Subject to shareholder approval at the Annual General Meeting on 29 July 2024, the final dividend (tax exempt, one-tier) would be paid on 21 August 2024 for shareholders as of 2 August 2024.
包括 2023 年 12 月 22 日支付的每股 10 分的中期股息在内，2023/24 财年的股息总额为每股 48 分。如果股东在 2024 年 7 月 29 日的年度股东大会上批准，截至2024年8月2日的股东将于2024年8月21日支付最终股息（免税，单层）。
SUBSEQUENT EVENT – ALL REMAINING MCBs TO BE REDEEMED
后续事宜——所有剩余强制性可转换债券将被赎回
On 15 May 2024, the Company announced its intention to redeem all remaining MCBs that were issued in June 2021. The accreted principal amount payable, being 112.616% of the principal amount of the MCBs, will be $1,744.6 million. The redemption amount will be paid to eligible bondholders on 24 June 2024. With this, the Company would have fully redeemed the $9.7 billion of MCBs that were issued in 2020 and 2021. The SIA Group thanks all shareholders, including Temasek, for their strong support for its Right Issues during the Covid-19 pandemic.
2024 年 5 月 15 日，公司宣布有意赎回 2021 年 6 月发行的所有剩余强制性可转换债券。应付的本金将为 17.446 亿新元，占 强制性可转换债券本金的 112.616%。赎回金额将于 2024 年 6 月 24 日支付给符合条件的债券持有人。至此，公司将完全赎回 2020 年和 2021 年发行的 97 亿新元的强制性可转换债券。新航集团感谢包括淡马锡在内的所有股东在新冠疫情期间对其权利股发行的大力支持。
OUTLOOK
展望
The demand for air travel remains healthy in the first quarter of FY2024/25, supported by a strong pick up in forward bookings to North Asia and South East Asia. Passenger yields will likely continue to moderate due to increased capacity injection by airlines, especially in the Asia-Pacific region. The Group will closely monitor market conditions and adjust our network as necessary in line with demand patterns.
在北亚和东南亚的预订量强劲增长的支持下，航空旅行需求在2024/25财年第一季度保持可观。由于航空公司（尤其是亚太地区）不断增加的运力注入，客运收益可能会继续放缓。集团将密切留意市场情况，并根据需求模式调整我们的航线网络。
Cargo demand strengthened towards the end of FY2023/24, on the back of healthy e-commerce demand, resilient and growing segments such as perishables and concerts, as well as a shift to air freight by some shippers due to security concerns in the Red Sea region. While yields have held above pre-pandemic levels in FY2024/25, there continues to be downward pressure as industry bellyhold capacity increases. The Group will monitor key trade lanes to ensure the competitiveness of the cargo segment.
在 2023/24 财政年度末，货运需求有所增长，这主要得益于良好的电子商务需求、易腐物品和音乐会等具有弹性且不断增长的细分市场，以及一些托运人出于对红海地区安全考量因素而转向空运。虽然 2024/25 财年的收益保持在疫情前的水平之上，但随着行业腹舱运力的增加，收益仍面临下行压力。集团将对主要贸易航线进行监控，以确保货运业务的竞争力。
The airline industry continues to face challenges including rising geopolitical tensions, an uncertain macroeconomic climate, supply chain constraints, and high inflation in many parts of the world.
航空业继续面临各种挑战，包括地缘政治紧张局势加剧、宏观经济环境不确定、供应链受限以及世界许多地区通货膨胀率居高不下。
MAINTAINING THE SIA GROUP’S LEADERSHIP POSITION
保持新航集团的行业领先地位
The SIA Group is well-positioned to seize emerging growth opportunities and navigate uncertainties thanks to its strong foundations and long-term strategic initiatives. These include its robust balance sheet, a firm commitment to developing its people, and long-standing investment in digital capabilities including Generative Artificial Intelligence. The Group also continuously invests in the three pillars of its brand promise – network connectivity, product leadership, and service excellence.
凭借强健的基础和长远的战略举措，新航集团已做好充分准备，抓住新出现的增长机遇，应对各种不确定因素。这包括稳健的资产负债表、对员工发展的坚定承诺，以及对包括新一代人工智能在内的数字能力的长期投资。集团还不断致力于其品牌承诺的三大支柱——卓越的服务、优质的产品和便捷的网络航线。
The Group will continue to enhance the synergies between SIA and Scoot. Leveraging two industry-leading brands in its portfolio allows the Group to offer a wider variety of options to travellers, and respond in a nimble and flexible manner to changing market dynamics. Stronger partnerships with other like-minded carriers, as well as enhanced code-share arrangements, allow the SIA Group to offer a combined network that covers 387 destinations, giving customers more options and greater value.
集团将继续加强新航与酷航之间的协同效应。借助旗下两个行业领先的品牌，集团能够为旅客提供更多样化选择，并以灵活敏捷的方式应对不断变化的市场动态。通过与其他志同道合的航空公司加强合作，以及强化代码共享安排，新航集团能够提供覆盖 387 个目的地的组合航线网络，为旅客提供更多选择和更大价值。
The proposed merger of Air India and Vistara was approved by the Competition and Consumer Commission of Singapore on 5 March 2024. It is pending foreign direct investment and other regulatory approvals. Once completed, it will give SIA a 25.1% stake in an enlarged Air India Group with a significant presence in all key Indian airline market segments, including domestic, international, full-service, and low-cost. This will strengthen SIA’s multi-hub strategy, and allow the Group to continue participating directly in this large and fast-growing aviation market.
2024 年 3 月 5 日，新加坡竞争与消费者委员会批准了印度航空和维斯塔拉航空的拟议合并。该合并案正等待外国直接投资和其他监管部门的批准。合并完成后，新航将持有扩大后的印度航空集团 25.1% 的股份，该集团在印度航空的所有主要细分市场（包括国内、国际、全方位服务和低成本航空）都占有重要地位。这将加强新航的多枢纽战略，使集团能够继续直接参与这个庞大而快速增长的航空市场。
Membership numbers at KrisFlyer, the SIA Group’s loyalty programme, grew 31% year-on-year to 8.8 million members as of 31 March 2024, while revenues at the programme level were more than 20% higher at $1.21 billion. KrisFlyer continues to expand its reach with more partnerships, and provide greater options for members to earn and use their miles.
截至 2024 年 3 月 31 日，新航集团的忠诚计划 “KrisFlyer新航奖励计划” 的会员人数同比增长 31%，达到 880 万人，营收则增长 20%以上，录得 12.1 亿新元。KrisFlyer将继续与更多的合作伙伴就合作而扩大其业务范围，为会员提供更多的选择来赚取和使用他们的里程。
SIA continues to invest in enhancing the end-to-end customer experience. A new SilverKris Lounge at Perth International Airport was opened in February 2024, and plans are underway to progressively upgrade other lounges in SIA’s network. In March 2024, SIA unveiled a comprehensive revamp of its Premium Economy Class in-flight experience, introducing a wide variety of new and refreshed meal options, along with a new amenity kit. Customer feedback to these enhancements has been very positive.
新航继续投资提升端到端的客户体验。新航于2024年2月在珀斯国际机场启用了全新的SilverKris银刃贵宾休息室，并计划逐步升级新航航线网络中的其他休息室。2024 年 3 月，新航对其优选经济舱的机上体验进行了焕新升级，推出了多种全新的餐食选择以及盥洗套装。客户对这一焕新举措的反馈非常积极。
The SIA Group is firmly committed to its sustainability goals, and continuously seeks ways to integrate them across its operations. In November 2023, SIA and Scoot set a target to fulfil 5% of their total fuel requirements with Sustainable Aviation Fuel (SAF) by 2030. This marks an important milestone in the Group’s decarbonisation journey, and its long-term goal of achieving net zero carbon emissions by 2050. In May 2024, the Group signed an agreement with Neste to purchase 1,000 tonnes of neat SAF, which will be the first batch to be produced in Neste’s Singapore refinery for delivery to Singapore Changi Airport. This builds on the Group’s long-standing collaboration with industry and ecosystem stakeholders to support the increased production and use of SAF in Singapore.
新航集团坚定地致力于实现其可持续发展目标，并不断寻求将这些目标融入到整个运营中的方法。2023 年 11 月，新航和酷航设定了到 2030 年使用可持续航空燃料（SAF）满足 5% 总燃料需求的目标。这标志着集团在脱碳进程中的一个重要里程碑，也是助力集团到 2050 年实现净零碳排放的长期目标。2024 年 5 月，集团与耐斯特（Neste）公司签署了一项协议，购买 1000 吨纯可持续航空燃料，这将是耐斯特新加坡炼油厂生产的第一批纯可持续航空燃料，并将交付给新加坡樟宜机场。在此基础上，集团与行业和生态系统利益相关者开展了长期合作，以支持新加坡增加可持续航空燃料的生产和使用。
The SIA Group is deeply committed to making a positive impact in the communities it serves. In September 2023, its SIA Cares fundraising drive helped to raise $2.6 million for two Singapore-based social service agencies that support communities with special needs. Continuing with this long-standing commitment, the Group plans to establish a foundation that will support individuals in need and contribute to the advancement of Singapore’s aviation industry. More details will be shared at a later date.
新航集团致力于为其服务的社区带来积极影响。2023 年 9 月，新航集团的 “新航关爱（SIA Cares）”筹款活动帮助两家新加坡社会服务机构筹集了 260 万新元，用于支持有特殊需要的社区。秉承这一长期承诺，集团计划成立一个基金会，为有需要的个人提供支持，并为新加坡航空业的发展做出贡献。更多详情将在日后公布。
The SIA Group is grateful for the strong support from all customers, both in Singapore and around the world, as well as all stakeholders including our shareholders, partners, and staff.
新航集团感谢新加坡和世界各地的所有客户，以及包括股东、合作伙伴和员工在内的所有利益相关者的大力支持。
About Singapore Airlines
The Singapore Airlines (SIA) Group’s history dates to 1947 with the maiden flight of Malayan Airways. The airline was later renamed Malaysian Airways and then Malaysia-Singapore Airlines (MSA). In 1972, MSA split into Singapore Airlines and Malaysian Airline System. Initially operating a modest fleet of 10 aircraft to 22 destinations in 18 countries, SIA has since grown to be a world-class international airline group that is committed to the constant enhancement of the three main pillars of its brand promise: Service Excellence, Product Leadership, and Network Connectivity.
SIA is the world’s most awarded airline. In 2024, SIA was again named in Fortune Magazine’s list of the 50 most admired companies in the world. SIA is the only Singapore-based brand in the list. In February 2023, SIA was named Airline of the Year in the Air Transport World Airline Industry Awards. This accolade recognised SIA’s outstanding performance, innovation, and superior service within the airline industry. In June 2023, SIA was named World’s Best Airline in the 2023 Skytrax World Airline Awards, the fifth time it has won this prestigious accolade. For more information, please visit www.singaporeair.com.
关于新加坡航空
新航集团的历史可追溯到1947年的马来亚航空有限公司（Malayan Airways Limited）。该公司在更名为马来西亚航空公司（Malaysian Airways）后，再次更名为马星航空公司（Malaysia-Singapore Airlines，MSA）。1972年，马星航空公司分为新加坡航空公司（SIA）和马来西亚航空公司。新加坡航空公司最初只拥有10架飞机，航线网络覆盖18个国家的22座城市，随后逐步发展为世界级的国际航空集团。新加坡航空致力于不断提升其品牌承诺的三大支柱：卓越的服务、优质的产品和便捷的网络。
新加坡航空屡获殊荣。2024年，新航再次入选《财富》杂志评选的全球50家最受尊敬的公司。新航也是榜单中唯一的新加坡品牌。2023年2月，新航在《航空运输世界》杂志的航空业大奖中被评为年度最佳航空公司。该奖项表彰了新航在航空业中的卓越表现、创新精神和优质服务。2023年6月，新航在2023 Skytrax全球航空公司评选中荣获“全球最佳航空公司”大奖，此次是新航第五次荣膺该奖。欲了解更多信息，请访问www.singaporeair.com。
GROUP FINANCIAL STATISTICS
| 2nd Half | 2nd Half | |||
| 2023/24 | 2022/23 | 2023/24 | 2022/23 | |
| Financial Results ($ million) | ||||
| Total revenue | 19,012.7 | 17,774.8 | 9,850.3 | 9,358.3 |
| Total expenditure | 16,285.2 | 15,082.7 | 8,676.6 | 7,900.6 |
| Operating profit | 2,727.5 | 2,692.1 | 1,173.7 | 1,457.7 |
| Non-operating items | 309.6 | (55.3) | 142.4 | 96.0 |
| Profit before taxation | 3,037.1 | 2,636.8 | 1,316.1 | 1,553.7 |
| Profit attributable to Owners of the Company | 2,674.8 | 2,156.8 | 1,233.7 | 1,229.9 |
| Earnings per share (cents) | ||||
| – Basic R1 | 63.3 | 35.6 | 32.2 | 21.7 |
| – Adjusted Basic R2 | 90.0 | 72.6 | 41.5 | 41.4 |
| – Diluted R3 | 61.4 | 35.1 | 31.1 | 21.4 |
| EBITDA ($ million) R4 | 5,647.9 | 5,137.2 | 2,638.3 | 2,821.3 |
| EBITDA margin (%) R5 | 29.7 | 28.9 | 26.8 | 30.1 |
| As at | As at | |||
| 31 Mar 2024 | 31 Mar 2023 | |||
| Financial Position ($ million) | ||||
| Share capital | 7,180.4 | 7,180.2 | ||
| Mandatory convertible bonds | 1,547.5 | 6,195.1 | ||
| Treasury shares | (37.5) | (73.8) | ||
| Capital reserve | (116.7) | (116.0) | ||
| Foreign currency translation reserve | (22.4) | (32.4) | ||
| Share-based compensation reserve | 32.2 | 24.3 | ||
| Fair value reserve | 448.7 | 506.9 | ||
| General reserve | 7,305.7 | 6,174.0 | ||
| Equity attributable to Owners of the Company | 16,337.9 | 19,858.3 | ||
| Total assets | 44,264.7 | 49,101.2 | ||
| Total debt | 13,448.0 | 15,339.3 | ||
| Total cash and bank balances | 11,268.8 | 16,327.6 | ||
| Total liabilities | 27,520.1 | 28,851.4 | ||
| Debt : equity ratio (times) R6 | 0.82 | 0.77 | ||
| Net asset value per share ($) R7 | 5.49 | 6.68 | ||
| Adjusted net asset value per share ($) R8 | 4.38 | 3.72 | ||
| Return on equity holders’ funds (%) R9 | 14.8 | 10.2 | ||
| Value added | 9,221.8 | 8,154.6 | ||
| Dividends | ||||
| Interim dividend (cents per share) | 10.0 | 10.0 | ||
| Proposed final dividend (cents per share) | 38.0 | 28.0 | ||
| Dividend cover (times) R10 | 1.9 | 1.9 |
| R1 | Earnings per share (basic) is computed by dividing profit attributable to owners of the Company by the weighted average number of ordinary shares in issue less treasury shares, assuming the conversion of all mandatory convertible bonds in accordance with IAS 33 Earnings Per Share. |
| R2 | Earnings per share (adjusted basic) is computed by dividing profit attributable to owners of the Company by the weighted average number of ordinary shares in issue less treasury shares, assuming the redemption of all mandatory convertible bonds.
|
| R3 | Earnings per share (diluted) is computed by dividing profit attributable to owners of the Company (adjusted for interest on convertible bonds, net of tax) by the weighted average number of ordinary shares in issue less treasury shares, adjusted for the dilutive effect of convertible bonds and the vesting of all outstanding share-based incentive awards granted, in accordance with IAS 33. |
| R4 | EBITDA denotes earnings before interest, taxes, depreciation, and amortisation. |
| R5 | EBITDA margin is computed by dividing EBITDA by the total revenue. |
| R6 | Debt : equity ratio is total debt divided by equity attributable to owners of the Company. |
| R7 | Net asset value per share is computed by dividing equity attributable to owners of the Company by the number of ordinary shares in issue less treasury shares. |
| R8 | Adjusted net asset value per share is computed by dividing equity attributable to owners of the Company by the number of ordinary shares in issue less treasury shares, assuming the conversion of all mandatory convertible bonds and convertible bonds. |
| R9 | Return on equity holders’ funds is profit attributable to the Company expressed as a percentage of the average equity holders’ funds. |
| R10 | Dividend cover is profit attributable to owners of the Company divided by total dividends. |
OPERATING STATISTICS
| Change | 2nd Half | 2nd Half | Change | |||||
| 2023/24 | 2022/23 | % | 2023/24 | 2022/23 | % | |||
| Singapore Airlines | ||||||||
| Passengers carried (thousand) | 23,741 | 18,155 | + | 30.8 | 12,564 | 9,926 | + | 26.6 |
| Revenue passenger-km (million) | 109,942.9 | 91,025.2 | + | 20.8 | 56,872.3 | 49,005.7 | + | 16.1 |
| Available seat-km (million) | 126,240.5 | 106,099.3 | + | 19.0 | 65,922.7 | 56,449.6 | + | 16.8 |
| Passenger load factor (%) | 87.1 | 85.8 | + | 1.3 pts | 86.3 | 86.8 | – | 0.5 pts |
| Passenger yield (cents/pkm) | 12.1 | 12.7 | – | 4.7 | 12.2 | 12.7 | – | 3.9 |
| Revenue per available seat-km (cents/ask) | 10.6 | 10.9 | – | 2.8 | 10.5 | 11.1 | – | 5.4 |
| Passenger unit cost (cents/ask) | 9.0 | 9.8 | – | 8.2 | 9.2 | 9.5 | – | 3.2 |
| Passenger unit cost ex-fuel (cents/ask) | 5.8 | 6.0 | – | 3.3 | 5.8 | 6.1 | – | 4.9 |
| Passenger breakeven load factor (%) | 74.4 | 77.2 | – | 2.8 pts | 75.4 | 74.8 | + | 0.6 pts |
| Scoot | ||||||||
| Passengers carried (thousand) | 12,702 | 8,331 | + | 52.5 | 6,527 | 5,163 | + | 26.4 |
| Revenue passenger-km (million) | 33,946.7 | 22,602.9 | + | 50.2 | 17,277.5 | 14,073.8 | + | 22.8 |
| Available seat-km (million) | 37,227.4 | 26,932.6 | + | 38.2 | 18,974.1 | 15,687.3 | + | 21.0 |
| Passenger load factor (%) | 91.2 | 83.9 | + | 7.3 pts | 91.1 | 89.7 | + | 1.4 pts |
| Passenger yield (cents/pkm) | 6.9 | 8.2 | – | 15.9 | 7.1 | 8.2 | – | 13.4 |
| Revenue per available seat-km (cents/ask) | 6.3 | 6.9 | – | 8.7 | 6.5 | 7.3 | – | 11.0 |
| Passenger unit cost (cents/ask) | 6.2 | 6.5 | – | 4.6 | 6.4 | 6.5 | – | 1.5 |
| Passenger unit cost ex-fuel (cents/ask) | 4.2 | 4.4 | – | 4.5 | 4.3 | 4.5 | – | 4.4 |
| Passenger breakeven load factor (%) | 89.9 | 79.3 | + | 10.6 pts | 90.1 | 79.3 | + | 10.8 pts |
| Group Airlines (Passenger) | ||||||||
| Passengers carried (thousand) | 36,443 | 26,486 | + | 37.6 | 19,091 | 15,089 | + | 26.5 |
| Revenue passenger-km (million) | 143,889.6 | 113,628.1 | + | 26.6 | 74,149.8 | 63,079.5 | + | 17.5 |
| Available seat-km (million) | 163,467.9 | 133,031.9 | + | 22.9 | 84,896.8 | 72,136.9 | + | 17.7 |
| Passenger load factor (%) | 88.0 | 85.4 | + | 2.6 pts | 87.3 | 87.4 | – | 0.1 pts |
| Passenger yield (cents/pkm) | 10.9 | 11.8 | – | 7.6 | 11.0 | 11.7 | – | 6.0 |
| Revenue per available seat-km (cents/ask) | 9.6 | 10.0 | – | 4.0 | 9.6 | 10.2 | – | 5.9 |
| Group Airlines (Cargo) | ||||||||
| Cargo and mail carried (million kg) | 952.4 | 923.0 | + | 3.2 | 502.5 | 448.5 | + | 12.0 |
| Cargo load (million tonne-km) | 5,347.9 | 5,260.8 | + | 1.7 | 2,808.5 | 2,560.1 | + | 9.7 |
| Gross capacity (million tonne-km) | 9,804.8 | 9,165.4 | + | 7.0 | 4,987.9 | 4,742.0 | + | 5.2 |
| Cargo load factor (%) | 54.5 | 57.4 | – | 2.9 pts | 56.3 | 54.0 | + | 2.3 pts |
| Cargo yield (cents/ltk) | 39.6 | 68.5 | – | 42.2 | 37.7 | 58.8 | – | 35.9 |
| Cargo unit cost (cents/ctk) | 21.1 | 24.9 | – | 15.3 | 21.7 | 23.2 | – | 6.5 |
| Cargo breakeven load factor (%) | 53.3 | 36.4 | + | 16.9 pts | 57.6 | 39.5 | + | 18.1 pts |
| Employee Productivity (Average) – | Change | |||||||
| Singapore Airlines | 2023/24 | 2022/23 | % | |||||
| Average number of employees | 16,643 | 14,803 | + | 12.4 | ||||
| Capacity per employee (tonne-km) | 1,368,511 | 1,357,217 | + | 0.8 | ||||
| Revenue per employee ($) | 972,006 | 1,053,172 | – | 7.7 | ||||
| Value added per employee ($) | 471,471 | 481,159 | – | 2.0 | ||||
| Employee Productivity (Average) – Group | ||||||||
| Average number of employees | 25,619 | 22,819 | + | 12.3 | ||||
| Revenue per employee ($) | 742,133 | 778,947 | – | 4.7 | ||||
| Value added per employee ($) | 359,959 | 357,360 | + | 0.7 |
| GLOSSARY | ||
| Revenue passenger-km | = | Number of passengers carried x distance flown (in km) |
| Available seat-km | = | Number of available seats x distance flown (in km) |
| Passenger load factor | = | Revenue passenger-km expressed as a percentage of available seat-km |
| Passenger yield | = | Passenger revenue from scheduled services divided by revenue passenger-km |
| Revenue per available seat-km | = | Passenger revenue from scheduled services divided by available seat-km |
| Passenger unit cost | = | Passenger operating expenditure divided by available seat-km |
| Passenger unit cost ex-fuel | = | Passenger operating expenditure less fuel cost, divided by available seat-km |
| Passenger breakeven load factor | = | Passenger unit cost expressed as a percentage of passenger yield. This is the theoretical load factor at which passenger revenue equates to the operating expenditure of passenger operations |
| Cargo load | = | Cargo and mail load carried (in tonnes) x distance flown (in km) |
| Gross capacity | = | Cargo capacity production (in tonnes) x distance flown (in km) |
| Cargo load factor | = | Cargo and mail load (in tonne-km) expressed as a percentage of gross capacity (in tonne-km) |
| Cargo yield | = | Cargo and mail revenue from scheduled services divided by cargo load (in tonne-km) |
| Cargo unit cost | = | Cargo operating expenditure divided by gross capacity (in tonne-km) |
| Cargo breakeven load factor | = | Cargo unit cost expressed as a percentage of cargo yield. This is the theoretical load factor at which cargo revenue equates to the operating expenditure of cargo operations |
[2] Based on cargo yield of 30.5 cents per load tonne-kilometre in FY2019/20.
基于 2019/20 财年每载重吨公里 30.5 分的货物收益。
[3] The Group recorded a tax credit on previously unrecognised tax losses upon finalisation of the Group’s tax position following the filing of YA2023 tax returns.
集团在提交 YA2023 年度纳税申报表后，在集团税务状况最终确定后，对先前未确认的税收损失进行了税收抵免。
[4] SIA’s 142-passenger aircraft fleet comprised 22 777-300ERs, 12 A380s, 63 A350s, 22 787-10s, seven 737-800 NGs, and 16 737- 8s
新航的 142 架客机包括 22 架 777-300ER、12 架 A380、63 架 A350、22 架 787-10、7 架 737-800 NG 和 16 架 737-8
[5] Scoot’s 51-passenger aircraft fleet comprised 11 787-8s, 10 787-9s, 15 A320ceos, six A320neos, and nine A321neos
酷航的 51 架客机包括 11 架 787-8、10 架 787-9、15 架 A320ceo、6 架 A320neo 和 9 架 A321neo
[6] This comprises 26 Airbus aircraft (one A350, 12 A320neos, six A321neos, seven A350Fs), 56 Boeing aircraft (31 777-9s, 12 787s, 13 737-8s), and seven Embraer E190-E2 aircraft
其中包括 26 架空中客车飞机（1 架 A350、12 架 A320neo、6 架 A321neo 和 7 架 A350F）、56 架波音飞机（31 架 777-9、12 架 787 和 13 架 737-8）以及 7 架巴航工业的 E190-E2 飞机
[7] Number of destinations, and countries and territories include Singapore
目的地数量以及国家和地区包括新加坡
