Beijing Capital International Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- Corporate Address
- Beijing Capital International Airport Company Limited, Capital Airport, Beijing, China
- Other airports serving Beijing
- Beijing Nanyuan Airport
- 3200m x 50m
3800m x 60m
3962m x 60m
- Airlines currently operating to this airport with scheduled services
Air Hong Kong
All Nippon Airways
Azerbaijan Airlines AZAL
Beijing Capital Airlines
Cargolux Airlines International
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Grand China Air
Hong Kong Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
Mega Maldives Airlines
MIAT Mongolian Airlines
Pakistan International Airlines
South African Airways
Yangtze River Express
- Airlines currently operating to this airport via codeshare
- Air New Zealand
Rossiya - Russian Airlines
Virgin Atlantic Airways
Beijing Capital International Airport is the main international airport of the Chinese capital and one of the busiest airports in the world. Hosting domestic, regional and international passenger and cargo traffic for over 50 airlines, Beijing Capital is a hub for airlines including Air China, China Southern Airlines and Hainan Airlines. A second airport for the city is under development, to relieve expected capacity problems in the capital later this decade.
Location of Beijing Capital International Airport, China
Ground Handlers servicing Beijing Capital International Airport
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132 total articles
Air Canada reached a milestone in 3Q2013 as its return on invested capital (ROIC) as of 30-Sep-2013 was 10.8% compared with 7.7% at YE2012. The improvement is notable as the company broaches its stated objective of achieving an ROIC between 10% and 13% on a sustainable basis by 2015.
It is a laudable achievement given a couple of years ago the carrier was working feverishly to combat significant financial challenges and battled labour strife throughout much of 2012 in order to forge collective bargaining agreements that it believes will aid in its ultimate goal of sustainable profitability.
Obviously the carrier still has a long road ahead in proving its mettle in regular profitability, but for the moment it seems to be holding its own against increased competitive pressure from WestJet while getting its own new low-cost carrier Air Canada rouge off the ground.
Japan may be the land of the rising sun, but for US airlines the country is fading in importance. American Airlines, Delta Air Lines and United Airlines will have fewer seats from the continental US to Japan in 2014 than in 2013. Japan will also comprise a smaller share of their Asian network. American and Delta in 2003 had Japan as their sole Asian destination from the US, but in 2014 Japan will account for only 43% of American's Asia capacity and 66% of Delta's. United's Japan exposure has decreased from 67% in 2003 to 42% in 2014.
The carriers are adding capacity to Hong Kong, Korea and Taiwan, but the main beneficiary of their growth is mainland China. American and United in 2014 will have almost as much capacity to China as to Japan. The change comes as American and United settle into joint-ventures with Japanese partners while Delta looks for a partner of its own. Despite China's increase in capacity significance, the market still has to mature from a premium and outbound standpoint. And no doubt China-US JVs will emerge, and one day overtake the Japan-US JVs.
As Delta Air Lines continues a seemingly open attack on its partner Alaska Air Group at its Seattle hub, Alaska Airlines is stressing that alliances like its long-time pact with Delta are complicated. Its overall message is that it will work with Delta where it is mutually beneficial and compete vigorously as Delta continues its encroachment.
Delta’s latest moves are in two of Alaska’s key north-south markets on the US Pacific west coat – Portland and Seattle. Ironically, Delta seems to be practicing what Alaska executives recently stressed to analysts – removing emotion from evolving competitive dynamics. As Delta continues its moves into Alaska’s markets unabated, it certainly is showing no emotion as Seattle continues to rise in prominence in Delta’s domestic and international network.
Just how the current competitive build-up by Delta in Alaska’s markets will affect their long-term relationship is uncertain. But in the meantime Alaska continues to post financial results that are among the best in the US industry, which means that it has a strong foundation from which to defend itself.
Tigerair & Scoot poised for expansion in under-penetrated Singapore-China market as Jetstar retracts
The Singapore-China market has huge potential for low-cost carriers, which currently only account for 19% of capacity between the two countries. But the market has proven to be challenging for Jetstar, which is cutting two more Singapore-China routes and reducing the LCC group’s capacity share to an insignificant 3% compared to 10% two years ago.
Expansion from Tigerair and Scoot has filled some of the void left by Jetstar. But total LCC capacity and the LCC penetration rate in the Singapore-China market is on the decline, dropping to only 16% in Jan-2014.
Singapore’s overall LCC penetration is now 31% and is continuing to rise. The relatively low penetration in the Singapore-China market is surprising, particularly as the market enjoys open skies. But the long-term potential is there for more LCC services.
United Airlines’ top-line 3Q2013 profit was undermined by weaker unit revenue and yield performance relative to its US legacy peers, a problem that has plagued the carrier for the past year.
The weaker performance is the latest in a string of quarterly results in which the carrier has declared disappointment and pledged that its fortunes will improve. Specific to 3Q2013, the culprits ticked off by the airline included incorrect demand forecast projections, continued pressure in the trans-Pacific and some suboptimisation of its fleet.
To say United has endured a rough couple of years is an understatement. But what the industry and its investors are looking for now is a meaningful improvement in its results that so far has yet to materialise. Three years after the merger’s close the company is still struggling with revenue and cost management – basic tenets of the business that continue to suffer.
A 16-day US Government shut-down and continuing pressure created by the devaluation of Japan’s currency did not hinder Delta’s 3Q2013 earnings growth as profits improved by USD444 million year-on-year to USD1.2 billion (excluding special items).
With corporate demand holding steady and holiday bookings looking relatively solid for Nov-2013 and Dec-2013, Delta CEO Richard Anderson is declaring the carrier will post an all-time record profit during 2013.
Delta throughout much of 2013 has been riding a wave of positive momentum despite some miscalculation in the spool-up of its Trainer refinery, and the continuing pressure from the devaluation of the Japanese yen. Even as it makes proclamations of record profits for 2013, Delta’s CEO Richard Anderson stresses that the carrier is keeping its head down as it works to continue the carrier’s advancement.
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