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- 2800m x 60m
- Airlines currently operating to this airport with scheduled services
- Air Busan
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Fuji Dream Airlines
Global Jet Ltd
Japan Transocean Air
KLM Royal Dutch Airlines
Oriental Air Bridge
- Airlines currently operating to this airport via codeshare
- Air Canada
Air New Zealand
CSA Czech Airlines
Virgin Atlantic Airways
Formerly known as Itazuke Air Base, Fukuoka Airport is the gateway to the Fukuoka region. The airport hosts domestic, regional and international passenger and cargo services for over 15 airlines.
Location of Fukuoka Airport, Japan
Ground Handlers servicing Fukuoka Airport
306 total articles
20 total articles
Hawaiian Airlines is readying for a slow-down in expansion after an ambitious push into long-haul international markets that has encompassed the introduction of more than 10 new destinations during the last few years.
The slowdown is occurring as industry capacity in Hawaiian’s US mainland markets is rationalising and a new revenue management system is helping to improve performance at the airline’s Maui hub.
Despite continuing currency headwinds, Hawaiian remains bullish on its long-term outlook for Japan, which during 3Q2013 represented half of the airline’s international network. With the planned slowing of growth, Hawaiian appears to be laying the groundwork to hunker down and effectively manage the maturation of the new routes that have come online.
Whisper it quietly, but Japan's low-cost carriers appear to be cannibalising traffic at All Nippon Airways and Japan Airlines. ANA and JAL carried 19% fewer passengers between Osaka and Sapporo in 2012 than 2010 despite the overall market growing 20%. This goes against the story all parties tell that LCCs are only increasing, not cannibalising, volumes. The cannibalisation is confined, so far, but there are signs of concern. ANA and JAL saw reduced traffic in 2012 on overlapping LCC routes despite overall 2012 traffic being the strongest in nearly five years.
ANA and JAL are responding differently to LCCs. The nuances reflect their wider outlook – and fears. JAL is more aggressively cutting capacity on overlapping LCC routes while ANA is sometimes growing. In the medium-term, JAL expects to cut overall domestic capacity in line with the country's shrinking nature while ANA plans growth. JAL's cuts have been rewarded with higher load factors while ANA's growth has seen lower load factors, but all load factors need improvement.
Few airlines have made all-premium cabins work, with the list of withdrawals ranging from fly-by-night operators to Singapore Airlines' withdrawal from its non-stop A340-500 New York and LA services. But Japan’s third-largest airline, Skymark, is looking to buck the trend by using all-premium A330-300s on trunk routes in the domestic Japanese market. Skymark only operates domestically at present, although regional and long-haul destinations are on the cards.
The plan is not as foolhardy as history suggests. In fact, Skymark Airlines may have one of the best chances of succeeding in the all-premium space. “All-premium” has generally meant business class, for most of the attempts have been in this cabin. But Skymark is effectively planning an all-premium economy cabin, seating 271 in an A330-300, compared to 116 that Hainan Airlines tried on A330-200s and only 100 on Singapore Airlines’ A340-500s. Skymark wants to differentiate itself in the high yield domestic market from ANA and JAL, which have cramped domestic cabins (despite averaging below 70% load factors).
Combined with Skymark’s significantly lower operating cost, its proposition may find healthy traction.
Japanese aviation is dominated by All Nippon Airways and Japan Airlines, who account for nearly 75% of capacity in the world's fourth largest domestic market. A number of carriers divide the rest, and while they may be small, they are looking to grow domestically, branch out internationally and be innovative to set themselves apart from the ANA and JAL behemoths.
StarFlyer is one of those carriers, and has had profits to support its strategic positioning. It is now slightly accelerating aircraft deliveries to grow domestically – it was the second-largest recipient of newly released slots at prized Haneda airport – and is looking cautiously at the international market.
But mighty change is afoot in Japan, and as LCCs offer seats at prices never before seen and incumbents like Skymark flex their muscles, StarFlyer will see tests of its model of boutique flights that come at a yield premium to the LCCs but priced lower than ANA or JAL. There is comfort in obscurity, with ANA codesharing and taking an equity stake in publicly-listed StarFlyer.
But there are many chapters still to be written in Japanese aviation.
The prospectus for the forthcoming IPO for AirAsia X, a separate business from AirAsia, shows that the low-cost long-haul model can be successful, operationally and profitably, but only when deployed sensibly. During 1H2012, a challenging time for the global industry, AirAsia X reported a respectable 7.9% pre-tax margin on services to Australia, which comprise about half of the carrier's capacity.
The low cost model is ideally suited to Asia's price sensitive, high growth environment and AirAsia X's symbiotic relationship with Asia's biggest LCC, AirAsia, makes it a formidable model.
Attempts to serve Europe, since ended, resulted in a -26% margin in 2011. Yet Europe's weakness for AirAsia X was acknowledged early on. The sharply business-minded CEO Azran Osman-Rani went in saying he would be happy to break even; AirAsia X fell to pressure to plant the red flag in Europe at the behest of part-owner AirAsia, which still harbours an entrepreneurial spirit – and, at times, the associated confidence.
This will be the market's crux for AirAsia X's future – where AirAsia stops and where AirAsia X begins. AirAsia X is substantially complemented by AirAsia to sustain its effectiveness. The relationship between the two is a give and a take. The market, in assessing the IPO, will determine the balance.
Peach Aviation, the first of a new wave of low-cost carriers to enter Japan, has reported a solid first month of operations, carrying in Mar-2012 approximately 67,000 passengers across three routes with a load factor of 83%, above initial projections.
This traffic, however, has come at the expense of parent company All Nippon Airways (ANA), which saw year-on-year traffic and load factor declines above the system average. The negative story at the mainline operation is the same when measured against traffic in Mar-2010. While Peach is young and ANA's other LCC, AirAsia Japan, is yet to launch, the presence of traffic cannibalisation is evident. While this is not unexpected and ANA has planned for it, the level of cannibalisation appears to be above ANA's projections. It is a sign of the changing North Asia market, and a worry for ANA, which holds by far the largest share of domestic Japanese capacity – and plans domestic growth in coming years.
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