Kuala Lumpur International Airport
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- Schedule Analysis
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- IATA Code
- ICAO Code
- Kuala Lumpur
- Other airports serving Kuala Lumpur
- Kuala Lumpur Sultan Abdul Aziz Shah Airport
- 3960m x 60m
4050m x 60m
4124m x 60m
- Airlines currently operating to this airport with scheduled services
- Air Astana
Air India Express
Cargolux Airlines International
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
KLM Royal Dutch Airlines
Myanmar Airways International
Pakistan International Airlines
Royal Brunei Airlines
United Airways Bangladesh
- Airlines currently operating to this airport via codeshare
- Aer Lingus
All Nippon Airways
CSA Czech Airlines
Delta Air Lines
South African Airways
Kuala Lumpur International Airport is the gateway to Kuala Lumpur, Malaysia and one of the largest airports in Southeast Asia. Located in Sepang the airport hosts domestic, regional and international passenger and cargo services for over 40 airlines and is a hub for airlines including Malaysia Airlines, AirAsia and AirAsia X. KLIA is operated by Malaysia Airports Holdings Berhad.
Location of Kuala Lumpur International Airport, Malaysia
Malaysia Airports share price
Ground Handlers servicing Kuala Lumpur International Airport
1,314 total articles
77 total articles
Malaysia Airlines (MAS) plans more rapid expansion over the short to medium term albeit at a slower rate compared to the torrid 20% capacity growth recorded for 3Q2013. The carrier – which has been expanding its domestic, short-haul international and long-haul international operations at similar rapid clips in 2013 – will focus in 2014 primarily on regional international growth.
MAS has been able to grow passenger traffic so far this year by 28%, including a 37% jump in 3Q2013, easily outstripping the large increase in capacity. But the load factor improvements have come at the expense of yield, pushing MAS back into the red in 3Q2013.
The flag carrier hopes it can eventually improve yields across both cabins, leveraging the improvements in its product and new membership in oneworld. But the intense competition in Southeast Asia could make it difficult to achieve higher yields, clouding the carrier’s outlook.
Malaysia’s domestic market has seen a 20% surge in passenger traffic since the launch of Indonesia's Lion Group subsidiary Malindo Air.
Malindo Air began operations at the end of Mar-2013 and now operates 25 domestic flights across 11 routes, giving it about a 7% share of capacity in the Malaysian domestic market. Malaysia’s other two main domestic carriers, AirAsia and Malaysia Airlines (MAS), have both responded by increasing capacity.
MAS has been expanding even faster than Malindo and been able to improve domestic load factors, albeit at the expense of yields. The flag carrier accounts for about 40% of the approximately 350,000 monthly passengers that have been added to Malaysia’s domestic market while AirAsia and Malindo each account for about 30%.
The 20% to 25% domestic traffic increases that have been seen in Malaysia in recent months, making it one of the world’s fastest growing domestic markets, are likely to continue for the remainder of 2013. But much more modest increases are expected over the medium to long term as Malindo and its two local competitors start to focus more on international expansion.
Asian LCCs create new city-pairs, market dominance. Full-service carriers ignore them at their peril
Low-cost carriers have two primary impacts: first they stimulate new traffic and second they divert traffic from full-service counterparts. Some legacy airlines are adamant that LCCs will not impact their existing network and thus do not need to consider any response to LCCs. This is an old world argument often proved wrong; but even if it had merit it would not excuse legacy carriers from ignoring the opportunistic impact of LCCs: creating new growth.
LCCs are the sole or majority operator on 27% of short-haul capacity at Singapore Changi and 60% at Kuala Lumpur. This potential upside is no small sector to ignore.
One final argument from full-service airlines is that their strategy is to have a frequency advantage. But looking at markets like Singapore-Jakarta where LCCs do not account for the majority of capacity, they do account for the majority of frequencies. Asian growth is still in its infancy but for an indicator of the future could look to Europe, where the region's two biggest airlines are LCCs: Ryanair and easyJet. Moreover they are still growing, unlike their legacy counterparts.
AirAsia X will become Australia’s fourth largest foreign carrier by the end of 2013 as it allocates nearly all of its additional capacity for the remainder of the year to the Australian market. The expansion will see the medium/long-haul low-cost carrier increase its Australian operation from 35 weekly flights currently to 54 weekly frequencies in Dec-2013.
AirAsia X in the process will overtake rival Malaysia Airlines (MAS) as well as Thai Airways and Cathay Pacific in the Australia international seat capacity ranking. Only three foreign carriers – Emirates, Singapore Airlines (SIA) and Air New Zealand (ANZ) – will offer more seats in Australia in Dec-2013.
The expansion is made possible by a new air services agreement between Malaysia and Australia which increased total capacity to Australia’s four main cities by 40%. AirAsia X plans to continue to pursue expansion in Australia in 2014 and beyond, with more flights from Kuala Lumpur and new services from its planned second base at Bangkok.
Lion Air Group’s Malaysian affiliate Malindo Air plans to pursue rapid international expansion with several routes to be launched to Indonesia and India shortly after Dhaka in Bangladesh becomes its first international destination on 28-Aug-2013. Malindo could quickly become the largest international carrier in the Lion Group as Kuala Lumpur is positioned as a transit hub for international connections.
Malindo launched services at the end of Mar-2013 and currently operates 11 domestic routes. But Malindo will now turn its attention to Malaysia’s international market, where it sees more opportunities.
Malindo will also start to leverage network synergies with its Indonesia-based sister carriers. Malindo and Lion’s three Indonesian subsidiaries will offer joint itineraries on hundreds of city pairs connecting Indonesia, where the group serves about 50 destinations, with Malaysia and South Asia. Malindo is particularly keen at tapping the under-served Indonesia-India market.
Royal Jordanian will never be comparable to Emirates, Etihad or Qatar Airways. The carrier has accepted that fact but only recently started to act strategically. This move has partially been driven by outside factors, such as the European economic crisis weakening the carrier’s once core European network, and regional unrest that has decreased North American traffic to the Middle East.
Now Royal Jordanian is looking to grow around the Middle East and North Africa. In Jul-2013 it started its first routes in recent memory to sub-Saharan Africa, opening Accra and Lagos. Royal Jordanian has benefitted from a lack of European LCC presence in Jordan, despite an open skies agreement, and its North American position may be sustainable in the medium term as Emirates, Etihad and Qatar are still either ramping up their services or face traffic restrictions. All three carriers are tangoing with Royal Jordanian’s anchor North American partner, American Airlines. In time, further soul searching will be in order.
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