Okinawa Naha Airport
- CAPA Analysis
- Schedule Analysis
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- IATA Code
- ICAO Code
- Corporate Address
- 901-0142 Naha City, Okinawa
- Other airports serving Okinawa
- Okinawa Kadena Air Force Base
- 3000m x 46m
- Airlines currently operating to this airport with scheduled services
- Air China
All Nippon Airways
China Eastern Airlines
Hong Kong Airlines
Japan Transocean Air
- Airlines currently operating to this airport via codeshare
- Air Canada
Air New Zealand
Delta Air Lines
KLM Royal Dutch Airlines
Location of Okinawa Naha Airport, Japan
Ground Handlers servicing Okinawa Naha Airport
203 total articles
5 total articles
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.
Japan’s Peach Aviation is looking at several potential markets in Southeast Asia as part of a new base in the southern Japanese island of Okinawa. The low-cost carrier is bullish on the Okinawa market, which it already serves from its Osaka Kansai base.
Peach is planning domestic expansion at Naha on Okinawa, starting with service to Shin Ishigaki in Sep-2013. It aims to start international operations at Naha as soon as the airport’s low-cost terminal, which opened specifically for Peach in Oct-2012, is upgraded to handle international flights.
Peach expects the Okinawa base will attract a high volume of transit passengers heading from its various destinations in Japan to Southeast Asia. But at least for now Peach plans to rely on self-connections rather than offer a connecting product. Peach already sees a large number of self-connections coming from its international destinations, particularly Hong Kong.
References to "the Southwest model" or "the Ryanair model" can be a common refrain in the low-cost carrier industry, but no two LCCs are identical. Indeed, there are a number of models that have seen success. So it comes as no surprise that Japan's nascent LCC industry is diverging, with this year's three new entrants – AirAsia Japan, Jetstar Japan and Peach – showing their future more clearly now that their operations are bedding down.
The divergence is not the result of differentiation in an over-competitive market; there is still plenty of untapped demand in Japan. Rather the nuances at the three new LCCs are reflective of different shareholders and market positions. There are different outlooks on domestic-international balances but most commonly the distinctions go to the heart of industry discourse on hybridising, adding services to tap new markets and increase yields. Jetstar Japan is set to be the most hybrid, followed by AirAsia and then Peach.
Japan's aviation scene, which had few significant movements over the past decade, will be turned on its head in just five months, encompassing the time three new low-cost carriers will enter the market, the latest of which is AirAsia Japan. Preliminary schedules show AirAsia Japan and Jetstar Japan, both based at Tokyo Narita, will compete head on from Tokyo to Fukuoka, Okinawa and Sapporo. The market, which has grown accustomed to the presence of two main carriers and a handful of smaller ones with little movement in fares, will be inundated with new and aggressive competition offering typical LCC fare stimulation. Adjustment time will be brief as AirAsia Japan within two months is due to enter short-haul international markets.
Yet despite the compactness of LCC activity, preliminary nuances in strategy are emerging between the carriers. Jetstar is favouring domestic flights, partially replicating its extensive domestic operations in Australia and New Zealand whereas AirAsia has a greater regional emphasis, reflecting its experience in Indonesia, Malaysia and Thailand. Peach is more conservative but building both a domestic and international network.
In Jun-2009, The Centre published a survey of airport charges and incentives increases and decreases from around the world in the first half of 2009. It concluded that, in times of economic difficulties and declining traffic, one might expect airport charges to be dwindling or at least being revised downwards to attract new routes or even just to retain existing business. In fact, while that was the case, as airlines and trade organisations made their voice felt, it was also notable that charges were in some cases increasing. Since then, similar trends have been observed, but what really stands out is the breadth and variety of organisations that are now prepared to pitch into the debate on the value of such taxes and charges.
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