Nagoya Chubu Centrair International Airport
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- Domestic | International
- Airport Type
- Other airports serving Nagoya
- Nagoya Komaki Air Force Base
- 3500m x 60m
- Airlines currently operating to this airport with scheduled services
- Air China
Air Hong Kong
All Nippon Airways
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Japan Transocean Air
- Airlines currently operating to this airport via codeshare
- Air Canada
Air New Zealand
CSA Czech Airlines
KLM Royal Dutch Airlines
South African Airways
Virgin Atlantic Airways
Chubu Centrair International Airport is the main gateway to Nagoya and the Chubu region of Japan. Hosting domestic, regional and international passenger and cargo services for over 20 airlines, the airport is a domestic hub for ANA Airlines.
Location of Nagoya Chubu Centrair International Airport, Japan
Ground Handlers and Cargo Handlers servicing Nagoya Chubu Centrair International Airport
309 total articles
12 total articles
Kansai and Osaka Itami lead Japan's ambitious airport privatisation programme - with 2020 the target
When the privatisation of airports became both popular and frequent in the 1990s Japan was noticeable for its absence, being a country where the concept of public service financing of public projects was well established and politics was often an important component. One result has been the construction of over 90 loss-making airports.
Typically, the expansion of an airport’s terminal or the building of a new one, or the extension of a runway, would be financed by central government and local authorities with relatively small private sector representation in the form of loans from banks and important local companies. The notion of private sector investment backed up by private sector management for private sector gain was not generally welcomed.
But there is change in the air.
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.
The events in Japan have had a “major impact on regional travel and tourism flows”, Association of Asia Pacific Aviation (AAPA) Director General, Andrew Herdman has said. He noted that Japan represents 6.5% of worldwide scheduled air traffic and accounts for a fifth of traffic within the Asia Pacific region.
Several airports in north-east Japan have been affected by Friday’s devastating earthquake and tsunamis. None more so than Sendai Airport, which was flooded when the tsunami struck, and remains closed. Major gateways including Tokyo Narita and Haneda resumed normal operations on Saturday.
In the throes of bankruptcy, Japan Airlines was wooed by Delta, intent on prying it from the oneworld group. In the end, the overtures were unsuccessful but it has not prevented Delta from remaining the dominant foreign carrier in Japan, with a local network that is unprecedented elsewhere in the world.
The European airline market was battered by the global financial crisis, recording a combined loss of USD4.3 billion in 2009, according to IATA. Europe's tepid economic recovery, the ash cloud crisis, difficulties in cutting capacity and massive structural changes within the short-haul market have conspired to make 2010 another challenging year. Losses are anticipated at USD1.3 billion in 2010, making it the only region to be unprofitable in an otherwise strong year for recovery elsewhere. But there are some bright spots in the region. In this report, CAPA reviews the European airlines expected to make waves in 2011.