Auckland International Airport
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- Schedule Analysis
- Cargo Analysis
- Route Maps
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- 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
- Aerolineas Argentinas
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
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1,319 total articles
75 total articles
As a US hub for trans-Pacific services the uncontested winner is United Airlines, with its San Francisco gateway. The battle between American Airlines and Delta Air Lines is for second position.
Delta has built up a hub at Seattle, while American has been growing in Asia from Dallas, but Dallas is far from being geographically close to the Asia Pacific, so American is turning its focus to building a trans-Pacific hub at Los Angeles. American has announced services from Los Angeles to Auckland, Sydney and Tokyo Haneda in recent months, complementing existing services to Shanghai and Tokyo Narita.
Beijing could be American's next destination from Los Angeles, giving American more Asia Pacific destinations, and more flights and seats from Los Angeles than Delta has in Seattle. Delta's Seattle hub is focused on Asia (it serves Australia/New Zealand from Los Angeles) and Delta serves five Asian cities from Seattle, whereas American has only two, and possibly soon a third, Asian service from Los Angeles.
American has built up domestic and Latin American flights at Los Angeles to feed its trans-Pacific network, but for now, Dallas remains American's biggest trans-pacific hub.
Philippine Airlines (PAL) is further expanding its international operation as it grows its fleet and improves utilisation of its existing widebody aircraft. PAL’s international network will exceed 40 destinations in Jan-2016 compared to only 25 in Jan-2013.
PAL is adding five international destinations over the next two months, including two destinations in the Middle East and three in Australasia. Long haul growth will resume in Mar-2016 with the launch of services from Cebu to Los Angeles, which will be PAL’s first widebody international route from Cebu.
Opportunities to further grow the long haul operation will come in late 2016 as PAL adds two more 777-300ERs. The expected acquisition of a new higher gross weight version of the A350-900 will be used to upgrade New York to non-stops in 2017 and potentially be deployed to upgrade Toronto to non-stop and launch a fourth mainland US destination.
Softness in the energy sector is not dampening passenger growth at Houston Intercontinental Airport as the facility during 2015 is adding a mix of new services to Central America, Asia and Australia.
Houston Intercontinental has enjoyed solid expansion into Asia during the last couple of years, which has helped to bolster its international passenger numbers while domestic passenger growth has also charted a steady course.
Although Houston Intercontinental is a hub airport dominated by United Airlines, the facility does have some penetration from ULCCs, particularly Spirit, which recently capped off a domestic push from Intercontinental with new international service.
Cathay Pacific remains attached to its premium business model, which in 1H2015 showed some improvements from a low base while profits from subsidiaries and associates – namely an unhedged Air China – greatly helped the bottom line. "We must be doing something right," chairman John Slosar said.
But the going is getting tough. A 12% decrease in fuel net of hedging losses was largely passed on to consumers with a 9% decrease in yields, although there is some impact from foreign exchange. Premium long haul demand remains soft. Cathay's recipe for relying on efficiency improvements could be reaching a ceiling: aircraft utilisation may be tempered to address growing congestion while load factor is at 86%. A350s, and later, 777Xs bring improvements but other gains will be precious. Cathay must rely on incremental improvements to remain ahead of competitors that have better geography and bigger local markets. Restructuring of China's bloated state-owned airlines was once a fantasy but is now coming into focus, a concern for Cathay.
China Southern Airlines exceeds 55x flights target to Australia/NZ. Competition regulators query JVs
Mission accomplished: China Southern Airlines is already surpassing its goal of having 55 weekly flights to Australia and New Zealand by the end of 2015. From about 25 weekly flights in 2011, China Southern in Dec-2015 will have 65 weekly flights. This includes three daily flights – one on an A380 – to Sydney, a frequency that compares to Cathay Pacific’s four and Singapore Airlines’ average 4.5.
Competitors are responding with a series of JVs that await regulatory approval. Qantas-China Eastern received a draft rejection while Air New Zealand-Air China awaits approval and Air New Zealand-Cathay Pacific needs re-authorisation. The Qantas-China Eastern initial rejection appears misguided while New Zealand stakeholders are questioning the benefits of the Air NZ-Cathay alliance in a market that where capacity has decreased by 18% while the Air NZ-Singapore Airlines alliance has grown capacity by 20%.
It might appear lines in the market have been drawn, but it is still early days. China Southern’s achievement in the market is only its first. The question is what its next goal is, and the answer is being kept closely guarded.
American Airlines has returned to the South Pacific after two decades of absence. In doing so within a tight and longstanding partnership, Qantas, the resurgent Australian flag carrier has firmly set out to re-establish itself as a significant international force.
The South Pacific corridor between North America and Australia/New Zealand long appeared an anachronism. After a flurry of US airline entry in the early 1990s, the US-Australia market became limited in direct competition and large intermediary hubs. The 2008 open skies agreement allowed the entry of Delta and then-V Australia (now Virgin Australia), but they quickly paired up to challenge larger rivals Qantas, United and Air New Zealand. Despite the latter two being members of Star Alliance, Air NZ and United were effectively competitors while Qantas plied the route on its own. Elsewhere, global alliances came to define the trans-Atlantic, North Pacific and EU-Japan markets.
Now the South Pacific too will be defined by partnerships. American Airlines will launch Los Angeles-Sydney service in Dec-2015 after years of relying on Qantas to feed AA's domestic network. There will now be pressure on Air New Zealand and United to look for synergies (or more) while the small position of Virgin Australia and Delta will surely be squeezed. American was previously rumoured to be considering direct services to New Zealand, and has again revived that potential by suggesting that may be next on the list. The competitive balance overall will inevitably be defined by the way the respective partners (or potential partners) proceed from here.