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 Eastern Airlines
China Southern Airlines
Tasman Cargo Airlines
- Airlines currently operating to this airport via codeshare
- Air Canada
All Nippon Airways
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
1,112 total articles
66 total articles
Air New Zealand is boldly moving forward with its longstanding aspiration to serve Latin America by announcing plans to launch service to Buenos Aires in 2015. The new Auckland-Buenos Aires route is made possible by a new partnership with Aerolineas Argentinas, which will provide connections within South America and local sales support.
For Air NZ, Buenos Aires fills the last major white spot in its network following the upcoming resumption of services to Singapore. Argentina has proven to be a challenging market for foreign carriers but for Air NZ it represents the best South American option with a risk level that is acceptable with the right partnerships.
For Aerolineas, codesharing with Air NZ provides an opportunity to add New Zealand and Australia back to its network. Aerolineas pulled out of the Southwest Pacific market in Apr-2014, leaving a void which Air NZ is eager to fill as it has the aircraft type and connections to succeed where Aerolineas failed.
Moderating growth, maturing markets and less intense capital commitments are some of the main drivers of Hawaiian Airlines’ positive outlook for CY2015 that includes margin expansion and cost control.
After rapid long-haul international expansion that commenced in CY2010, Hawaiian during 2014 has entered into a slower growth period that should provide space for the airline to continue strengthening its balance sheet and meet its stated liquidity and leverage targets.
As it takes a breather from its ambitious network transformation, Hawaiian is scrutinising the role new Airbus narrowbodies will play in its route structure once the aircraft come online beginning in CY2017.
Chinese airline growth in direct services will reduce New Zealand dependency on Australian transfers
China Southern Airlines is on track to achieve its target of having 55 weekly flights to Australia/New Zealand by the end of 2015, with peak southern summer flights to reach 52 weekly. China Southern's presence in Australia has been highly visible, but its growth in New Zealand has been quieter. After entering New Zealand just three years ago, China Southern in 2015 will have more peak capacity there than Cathay Pacific. China Eastern will also enter the market, although only for the peak season, while Air China has flagged entry into New Zealand as part of a proposed joint venture with Air New Zealand. Chinese visitor numbers to New Zealand have doubled in four years.
This additional capacity should help New Zealand receive more direct Chinese visitors. This will help reduce its reliance on passengers arriving from Australia, which in 2013 accounted for half of the Chinese visitors to New Zealand. Air China's proposed joint venture with Air New Zealand will help Air New Zealand's prospects in mainland China. The two have been distant, causing Air New Zealand to withdraw from Beijing. Still, Air China may not be enough for Air New Zealand, which may need to consider another Chinese partner.
Hawaiian Airlines continued to see improvements in its long-haul network during 3Q2014 as the changes it has made to lift the fortunes on its Asian and Australian routes seem to be bearing fruit.
The airline’s performance in its North American and inter-island markets was more tempered as those regions recorded strong performances in 3Q2013, making the comparisons a bit more difficult. However, capacity in North America is up year-on-year, driven in part by Hawaiian adding service to the US west coast.
Hawaiian started 4Q2014 facing unit cost inflation as one-time investments and other items are pressuring its cost performance. The airline believes that some drivers of its higher costs should be accretive in the long term, and expects some decrease in unit cost growth during 2015.
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.