Cargo has been seen as an unnecessary burden to the low-cost model, which demands short turnaround times. Even passenger hold baggage is discouraged to ensure their tight schedules are maintained.

Now easyJet, which operates on over 400 routes with 170 aircraft, typically A319s and B737s, in 27 countries across Europe, is launching a six-month pilot project to assess whether it can build an ancillary revenue stream from cargo.

The airline will carry cargo on several routes out of its secondary UK hub at London Gatwick airport after contracting an unnamed third-party cargo company to undertake the project.

Chief operations officer Cor Vrieswijk explained: “There’s always the fear that any ancillary cargo operation will interfere with passenger operations in terms of on-time performance. We want to see if the concept will work and to assess cargo’s possible contribution to the airline’s revenue stream.

“The company we are working with has developed a range of unique products and technology to meet easyJet’s requirements and is very confident of success,” he added.

“EasyJet has a very dense network in Europe. This means we can reach over 100 destinations almost every single day of the year and that makes us a very attractive partner for a cargo operator.”

The carrier’s biggest rival in Europe, Dublin-based Ryanair, has given no hint of trying to enter the cargo market. Yet its removal of check-in desks, and active discouragement of passengers with hold baggage, means its fleet of B737s now fly around Europe with virtually empty bellyholds - an opportunity chief executive Michael O’Leary may not want to ignore for much longer, if only on niche routes.

Events in the financial markets could be the catalyst for Ryanair to enter the air cargo market. Previous attempts to acquire ailing fellow Irish carrier Aer Lingus. have been rejected by the Irish government and the European Union on monopoly grounds, but Ryanair has built up a 30 percent stake and may be preparing for one final push.

Although O’Leary has stated that both airlines would retain their separate brands and identities, there would be strong potential for Ryanair to tap into Aer Lingus’ transatlantic services to help develop a possible intra-European cargo product.