- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Print Summary
- IATA Code
- Domestic | International
- 3600m x 60m
- Airlines currently operating to this airport with scheduled services
- Air China
All Nippon Airways
Beijing Capital Airlines
China Cargo Airlines
China Eastern Airlines
China Southern Airlines
China United Airlines
Far Eastern Air Transport
Hong Kong Airlines
KLM Royal Dutch Airlines
Yangtze River Express
- Airlines currently operating to this airport via codeshare
- Air Canada
Air New Zealand
Delta Air Lines
Virgin Atlantic Airways
Location of Chengdu Airport, China
Ground Handlers and Cargo Handlers servicing Chengdu Airport
722 total articles
38 total articles
United Airlines improved its fortunes in 2Q2014, and posted net profits that were not dramatically lower than its fellow US network peers. Along with an increase in profitability year-on-year the airline also exceeded its passenger unit revenue guidance and kept its unit cost essentially flat.
Additionally, the airline has outlined a plan for shareholder returns in the form of a USD1 billion share buy-back programme to be completed during the next three years.
The signs are encouraging even as United still has a long road ahead in realising the full value of its merger. But the airline is offering more specifics of how it intends to shore up revenue through additional network optimisation that includes improving its regional operations.
China's "Go West" economic drive continues to deliver results as United Airlines becomes the latest international carrier to open service to China's west via a 787-8 service from San Francisco. Much growth is still to be unlocked from the growing economic prosperity of Chengdu and neighbouring Chongqing, but now Beijing is considering a new economic development plan that will boost the economy, and ultimately air services, of other regions.
The so-called "Silk Road" plan focuses on areas outside of China's eastern coast that has seen strong economic growth. Many of the regions under the "Silk Road" plan were former posts on the historic Silk Road. This includes Xi'an, the eastern terminus of the Silk Road, which is already experiencing international and long-haul growth. Xi'an's only scheduled (albeit seasonal) long-haul route is from Finnair, which launched service from Helsinki in summer 2013. China Eastern plans to launch Xi'an-Moscow service while Hainan Airlines will launch a Xi'an-Paris service.
Chengdu and Chongqing are also expected to fall under the "Silk Road" plan, ensuring growth continues there. Urumqi, already a hub for West Asia, will also likely feature in the plan and continue to grow. New regions including Gansu (home to Lanzhou) and Tibet (Lhasa and Xining) will also likely benefit, boosting their international services.
While China is sometimes seen a promised land with endless growth for aviation, it is a divergent story. Beijing Capital Airport grew passenger volumes by only 2.2% in 2013 compared to 3.4% at London Heathrow, the much-bemoaned constrained airport. The eastern coastal part of China accounts for the majority of travel, with 70% of 2013's 754 million passengers flying in the region. But this share is gradually falling; in 2006 73.2% of passengers flew in the eastern regions.
It is western provinces and the northeast that are taking market share, albeit slowly. It is these provinces that are seeing rising GDP and are home to some of China's fastest growing airports, such as Guiyang and Kunming. While the growth presents opportunities for domestic and foreign airlines, it presents challenges as flights are often not profitable. KLM's extensive secondary airport network in China is not profitable and the carrier does not see short-term changes. West Air, based in Chongqing, is transitioning to a LCC model in the hope that a leaner cost base makes it more sustainable. Airports often put out subsidies, effectively buying growth.
China's three newest airlines – Loong Airlines, Donghai Airlines and Qingdao Airlines – are adopting different initial strategies. Their bases range in size from Donghai's Shenzhen (sixth largest airport in 2013 based on total passenger movements) to Loong's Hangzhou (10th largest) to Qingdao's namesake Qingdao (16th largest). Donghai and Qingdao Airlines are initially flying to smaller destinations while Loong is serving some of Hangzhou's largest domestic markets.
So it follows that Donghai and Qingdao are seeing larger marketshares while Loong is seeing lower marketshares given more intense competition. Neither of the three carriers have yet to be one of their hub airport's nine major carriers. As they grow this will change, but current incumbents will likely continue to hold the top largest ranks at the airport. Growth aspirations – or at least those publicly stated – vary too. Qingdao Airlines expects to have 50 aircraft by 2020 and 100 by 2025, Donghai 29 737-800s by 2020 while Loong has not stated long-term growth projections.
For now the carriers appear to follow a stock-standard approach to airline building rather than enter the market with a new proposition. Such an approach is common in fast-growing markets, but with China overhauling its market approach, the new airlines may need to adjust before they even settle in.
Few were surprised by United’s 1Q2014 loss as the carrier recently warned that severe winter storms would take its toll on quarterly results. But its fellow legacy carrier American cancelled nearly as many flights as United, yet managed to post strong quarterly profits despite the tough operational challenges.
United has spent most of the last year on the defensive over when it will turn the corner to consistent revenue generation on par with its peers and towards sustainable profitability. The airline that has constantly touted the supremacy of its network is now fielding questions over the lack of revenue its hubs generate as investors try to grasp onto any concrete reason why the carrier continues to struggle.
The airline contends no structural issues are responsible for its dismal performance. Instead, it maintains, it is simply continuing to eliminate lingering inefficiency from the merger between United and Continental. True to form United continues to promote several initiatives to improve its fortunes, but the rhetoric is wearing thin with analysts.
Beijing Capital Airport once again was China's largest, and the world's second-largest by passenger volume in 2013, according to newly released CAAC statistics. But with only 2.2% growth in 2013, near-capacity Beijing is plateauing, awaiting a growth surge when its new airport opens later this decade. Shanghai's airports experienced moderate 5% growth while Guangzhou, China's second-largest airport, achieved 8.6% growth.
Once again the high growth figures were the province of China's secondary cities. Kunming, in China's south, was the fastest-growing major airport in 2013, expanding 23.9%. Kunming's growth was possible due to a new airport that opened in mid-2012, ushering in sudden growth. This is in contrast to Shanghai Pudong, which is expected to gradually increase slot availability over a few years starting in late 2014. Tianjin and Guiyang rounded off the fast-growing airports, with about 20% growth.