Auckland International Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
- Ray Emery Dr,
- New Zealand
- Domestic | International
- Airport Type
- 3635m x 45m
3108m x 45m
- Airlines currently operating to this airport with scheduled services
- Air Chathams
Air New Zealand
Air Tahiti Nui
China Southern Airlines
Tasman Cargo Airlines
- Airlines currently operating to this airport via codeshare
- Air Canada
All Nippon Airways
China Eastern Airlines
Delta Air Lines
KLM Royal Dutch Airlines
South African Airways
Virgin Atlantic Airways
Operated by Auckland International Airport Limited, Auckland Airport is the largest airport in New Zealand and serves as the main international gateway to the country. Auckland Airport is the primary hub for Air New Zealand and hosts domestic, regional and international passenger and cargo services from over 20 airlines.
Location of Auckland International Airport, New Zealand
Auckland Airport share price
Ground Handlers and Cargo Handlers servicing Auckland International Airport
Fuel & Oil Suppliers servicing Auckland International Airport
1,063 total articles
62 total articles
Air New Zealand reported its third consecutive year of profit growth in the FY to 30-Jun-2014. The contrast is obvious with Qantas, which has announced a massive headline loss of AUD2.8 billion (although an underlying loss which improved considerably on analysts' expectations). But the reality is the three hours that separates Sydney from Auckland also significantly changes market conditions that account for the difference in fortune. Air New Zealand faces no major competitor in its core domestic market while in the long-haul market competition is significantly lower and strong partnerships dominate.
Air New Zealand is not resting on its laurels, with a projected 6% ASK growth in FY2015. Domestic, trans-Tasman and North America growth will be below average, Europe flat, and Asia above average as Air New Zealand resumes Auckland-Singapore flying as part of its approved JV with Singapore Airlines. Aside from the Singapore route, most growth will occur through capacity up-gauging as larger aircraft replace smaller ones, reducing growth risk and hefty route start-up costs.
Qantas will refocus its service between Australia and New Zealand to allow greater flexibility to adjust capacity during shoulder and low seasons. While relatively straightforward, Qantas has not previously done this. Qantas in 2013 adjusted monthly seat capacity by -9% to +7% while Air New Zealand adjusted capacity by -19% to +16%, Jetstar by -22% to +22% and Virgin Australia by -15% to +10%.
Air New Zealand has been rewarded with consistently high load factors while Jetstar and especially Qantas have performed weakly in off-periods. There is now an opportunity for closer integration between Jetstar and Qantas. Virgin Australia has had the weakest load factors, perhaps suggesting its move to a premium positioning is not commensurate with its core trans-Tasman leisure traffic. It too may need to revisit its approach.
Hawaiian Airlines expects solid unit revenue traction during 2Q2014 as it shifts some capacity from Asia back to the US mainland and perhaps sees some improvement in its long-haul network. It's long-haul network has been a weak performer for the airline during the last couple of years as currency shifts have hurt and it still waits for several new routes to mature.
The airline is now in a state of limbo as it aims to slow its previous rapid capacity growth in CY2014 while the investments made in developing its long-haul network should start to materialise slowly. The slowdown in growth is welcome, but challenges loom large for Hawaiian in ensuring all regions in its network make an overall positive contribution.
Hawaiian’s favourable performance in its North American and inter-island markets should continue to help the airline turn a sound top-line revenue performance; but growth in those maturing markets its limited, emphasising the importance of Hawaiian’s successful execution of is long-haul strategy.
Air New Zealand is entering FY2015 on a high note. It starts the year having delivered what management expects will be an annual profit in the year to 30-Jun-2014 in excess of NZD300 million (USD262 million), the largest profit for Air NZ in a decade. Although not large in global terms, it should be seen in perspective; Air NZ is a small airline. But despite all the difficulties faced by a small airline at the end of the line, small can be beautiful: the projected profit represents a return on equity in excess of 15% - up from the 11% return anticipated by the market was expecting at the start of CY2014.
Although predictions can be dangerous in a turbulent industry, Air NZ is poised for earnings growth as it moves from five fleet types to two, implements capacity growth and makes a number of other improvements. Since the FAA and EASA certified the 787-9 on 16-Jun-2014, Air NZ can now prepare to receive its first of type (for which it is the launch customer) and plan network improvements with the much-awaited aircraft. It is an early birthday gift as Air NZ will mark its 75th anniversary in FY2015.
Air New Zealand is reviewing options for covering Latin America, which according to CEO Christopher Luxon remains the last white spot in the carrier’s network after plugging all its other holes with its new Singapore Airlines (SIA) partnership.
The forthcoming withdrawal from the South Pacific market by Aerolineas Argentinas could leave an opening for Air NZ as oneworld partners Qantas and LAN will be left as the only carriers crossing the South Pacific between Australasia and South America. Air NZ’s new partnership with SIA could be extended to Latin America, providing feed for a potential new route which would otherwise not be viable.
But the economics of Australasia-South America routes are challenging and Air NZ has not yet been able to find a suitable partner on the Latin American end. Air NZ has been eager for some time to exploit New Zealand’s position between Asia and South America and connect an underserved and fast-growing market. Likewise, Auckland Airport has envisaged itself as a potential hub for the connections. There is still no easy solution for Air NZ.
Air New Zealand (Air NZ)'s new partnership with Singapore Airlines (SIA), announced on 16-Jan-2014, covers flights between their hubs and beyond, significantly deepening a relationship that had soured several years ago.
For Air NZ, the partnership provides important offline access to Southeast Asia, South Asia, Europe and South Africa. Air NZ's only online presence in those markets today is in London Heathrow. SIA will be Air NZ’s second major partner after Virgin Australia, where the New Zealand flag carrier holds an equity share of 26% in parent company Virgin Australia Holdings.
Air NZ is now particularly weak in Southeast Asia while it covers North Asia with three much smaller partnerships that it sees as having less strategic importance – Air China, All Nippon Airways and Cathay Pacific. The new deal with SIA essentially closes the door on the potential of the Cathay partnership expanding beyond the (admittedly large) greater China market. For SIA the partnership increases its presence in the South Pacific, where it already has a partnership with Virgin Australia. New Zealand is a small but relatively important market for SIA.