New York John F Kennedy International Airport
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- New York
- United States
- Other airports serving New York
- New York LaGuardia Airport
New York Newark Liberty International Airport
- 3048m x 46m
3460m x 46m
2560m x 61m
4442m x 61m
- Airlines currently operating to this airport with scheduled services
- Aer Lingus
Air Europa Lineas Aereas
All Nippon Airways
C.A.L. Cargo Airlines
Cargolux Airlines International
China Eastern Airlines
Delta Air Lines
KLM Royal Dutch Airlines
LOT - Polish Airlines
Pakistan International Airlines
Royal Air Maroc
South African Airways
Virgin Atlantic Airways
XL Airways France
- Airlines currently operating to this airport via codeshare
- Air New Zealand
Air Tahiti Nui
China Southern Airlines
CSA Czech Airlines
New York John F Kennedy International Airport is the major international gateway serving the city of New York and the greater Tri-State metropolitan region - one of the world's most populous areas and a key financial centre. JFK is among the busiest airports in the United States. Apart from services from JetBlue, Virgin America and regional subsidiaries of the US majors, destinations served from JFK are almost exclusively intercontinental, with many major commercial centres across South America, Europe, Africa, Asia and the Middle East served directly from JFK. The airport is a hub for JetBlue, American Airlines and Delta Air Lines.
Location of New York John F Kennedy International Airport, United States
Ground Handlers servicing New York John F Kennedy International Airport
616 total articles
75 total articles
There are 103 A380s in service as of early May-2013. Emirates has 33 and Singapore Airlines has 19, so when assessing network scheduling, these two and their hubs predominate: of the 1,048 weekly A380 flights, 402 are from Emirates alone. Dubai and Singapore airport see the most A380 flights.
But there are some less predictable statistics. The airport to see the most A380 operators is Hong Kong followed by Paris and Los Angeles. The largest A380 destination that is not (yet) an A380-hub is London Heathrow. The UK and USA are the most common A380 destinations after Australia, Singapore and the UAE. Asia, not the Middle East, sees the most A380 flights; South America sees none. Guangzhou-Shanghai Pudong is the shortest A380 route at 1,202km while Los Angeles-Melbourne is the longest at 12,751km. Qantas and Lufthansa have the highest average sector length while Thai Airways is placing the most number of cycles – about two – on its aircraft per day. Qantas and Air France are placing the least (just over one).
Having gone through a restructure in recent years, Aer Lingus is now focusing on growth, organic and virtual, CEO Christoph Mueller stated on the sidelines of CAPA's Airlines in Transition conference in Dublin. Long-haul of course is the focus for a European carrier given its profitability, and Aer Lingus is looking to expand frequency and overall capacity in North America by using smaller aircraft than the carrier's all-A330 long-haul fleet. Aer Lingus will target new destinations as well as look for where it can gain synergies with key codeshare partners JetBlue Airways and United Airlines.
Ireland's geography makes it a conducive hub for North America-Europe flights, but less so for flights east of Europe. Asia and Australia are home to a large but diverse Irish diaspora, which Aer Lingus will actively target for the first time through its partnership with stakeholder Etihad Airways. These destinations are locations Aer Lingus could not and would not be able to serve independently. Aer Lingus is also looking to leverage its low operating cost and seasonal demand by expanding its wet-lease portfolio, which includes short-haul flights for Virgin Atlantic and long-haul flights for Novair.
Caribbean Airlines’ 2010 acquisition of Air Jamaica ushered in high hopes that a strong flag carrier would finally emerge in a fragmented region where home airlines have been constantly propped up and protected by the governments. But roughly three years after the landmark deal that was supposed to seal Caribbean Airlines’ fate as the leading carrier in the market, the airline continues to be dragged down by financial challenges that are at least partially attributed to ill-advised expansion into a long-haul route with Boeing widebody aircraft and the continuing integration of Air Jamaica.
Although the carrier has reportedly indicated that it is seeing signs of a return to profitability, Caribbean is cautioning that a complete turn-around is two to three years away. As the carrier’s current plight illustrates, benefits of consolidation in the region have yet to surface as its weak performance continues unabated.
Stability has evaded Caribbean since its purchase of Air Jamaica as it endured a management shake-up in late 2010 with the abrupt resignation of CEO Ian Brunton, who held the position for a roughly a year.
JetBlue Airways is building on a unique position it holds between bare-bones discounters and US network carriers to sustain its profitability. Its hybrid product remains attractive to customers with a distaste for the ultra low-cost business model adopted by Spirit Airlines and the higher fares charged by US legacy airlines. The US market is moving into seemingly its final stages of maturity with three network airlines – American (once it merges with US Airways), Delta and United – and one large low-cost carrier – Southwest – dominating the landscape.
JetBlue meanwhile believes its growth plan built on expansion from Boston and the build-up of its Caribbean network will allow the carrier to forge an independent and profitable operation somewhat buffered from the waves of consolidation sweeping the country.
The airline may still have to convince some sceptics that it can turn a profit on its planned 2013 capacity growth of 5.5% to 7.5%, but JetBlue grew its 2012 net profit nearly 49% year-over-year to USD128 million on a 7.6% rise in available seat miles. Between 2009 and 2012 the carrier’s profits jumped 120%, which is a solid performance from a comparatively young carrier versus its US industry peers.
SkyTeam partners Air France-KLM, Alitalia and Delta are approaching the fifth anniversary of the launch of their immunised trans-Atlantic joint venture. But the major strategic moves by those airlines during the last year were squarely outside that umbrella, as Air France warmed to the Gulf carriers through its new partnership with Etihad, and Delta moved to improve its position in the London Heathrow market through an equity stake and partnership with Virgin Atlantic.
Star joint venture partners Air Canada, Lufthansa and United have been preoccupied throughout most of the last year with getting their own respective houses in order and have done little publicly to play up any advantages they are enjoying through their business partnerships. oneworld joint venture partners American Airlines and sister carriers British Airways and Iberia have been equally distracted with Chapter 11 restructurings, mergers and strikes – and meanwhile, Qatar Airways has been welcomed into the fold, further complicating the evolution of the global alliances.
Aeromexico saw its profits drop for the second consecutive year in 2012 as it was only able to grow passenger traffic by 3% despite double-digit growth for the overall Mexican market. But Mexico’s only surviving legacy airline group remains in the black and its outlook remains relatively bright given its strong position in the Mexican market and the resurgence of the country’s economy.
Grupo Aeromexico is planning to grow capacity (ASKs) by a further 6% in 2013, matching the 6% capacity increase from 2012. But the group is targeting higher RPK growth and load factors, which it hopes will allow it to regain the share of the domestic market it lost in 2012.
Internationally, Aeromexico is planning to grow capacity by up-gauging routes, including replacing 767-200s with new 787-8s to London and Paris. Aeromexico also plans to deploy its first batch of 787s to New York, which it currently only serves with 737s. Aeromexico now expects it will receive three 787-8s in 4Q2013, representing a delay of about three months due to the current grounding of the global 787 fleet.
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