Sydney Kingsford Smith Airport
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- 10 Arrivals Court
Sydney International Airport
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- Airport Type
- Other airports serving Sydney
- Sydney Bankstown Airport
Sydney Camden Airport
- 2530m x 45m
3962m x 45m
2438m x 45m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Air New Zealand
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Polar Air Cargo
Regional Express (Rex)
Tasman Cargo Airlines
- Airlines currently operating to this airport via codeshare
- Aegean Airlines
Air Tahiti Nui
CSA Czech Airlines
KLM Royal Dutch Airlines
South African Airways
Virgin Atlantic Airways
Formally known as Kingsford Smith Airport, Sydney Airport serves Australia's largest city, Sydney. Hosting domestic, regional and international passenger and cargo services for over 35 airlines, the airport is a major hub for airlines including Qantas, Virgin Australia, Jetstar, QantasLink and Rex. The airport is operated by Sydney Airport Corporation.
Location of Sydney Kingsford Smith Airport, Australia
Sydney Airport share price
Ground Handlers and Cargo Handlers servicing Sydney Kingsford Smith Airport
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2,115 total articles
Sydney Airport welcomes increase in Chinese air rights, commences service negotiations with carriers
148 total articles
Delta Air Lines and Virgin Australia are seeking re-authorisation for 10 years from Australian regulators for their joint venture. The US DoT initially took longer to approve the alliance but gave indefinite approval. Virgin continues to need Delta as a partner more than Delta needs Virgin, owing to the numerous connections from US gateways Virgin needs access to. The two will account for 25% of 2015's seat capacity compared to a much larger 56% for Qantas, with the remaining 19% held by United.
There have been limited developments from the smaller carriers, and Delta and Virgin have offered little growth. Nor in their application do they suggest further growth is on the horizon. Virgin Australia is short on long-haul aircraft and anyway is focused on its core domestic market. Delta has a much larger globe to tend to. United has made incremental changes while Qantas has grown the most. Given market dynamics, there is little prospect for a new entrant.
CAPA is pleased to announce our 2015 events schedule, which will see some 150+ airline CEOs and over 2,500 senior industry executives in attendance. The initial speaker line-ups and agendas for the first three CAPA Summits of the year have also been revealed. In total, CAPA will offer seven industry leading events in 2015:
CAPA India Aviation Summit, Mumbai, 3/4 February - Bringing together the leaders of India's rapidly evolving airline industry, as well as key government and airport sector officials. [visit event website]
CAPA Fleet & Finance Summit – Singapore, 2/3 March - The most airline-centric air finance event on the agenda, with 20 stand-alone presentations from airline CFO/treasury/finance heads on fleet/financing plans - and over 50 airlines attending the unique CAPA Fleet Marketplace. See the latest agenda and speakers below. [visit event website]
While many airlines are reducing flights to Japan, Qantas is joining Air New Zealand in growing services. The thinking behind the move is partially that outbound traffic to Japan will grow with the yen's depreciation, but also that as other carriers cut capacity in Japan, outbound Japanese traffic has fewer options. Australia and New Zealand were once big favourites of Japanese travellers; as recently as 2005 Japan was Australia's third largest source of travellers. Now the China market has overshadowed growth developments.
Qantas from Aug-2015 will launch a daily service to Tokyo Haneda from an Australian city to be confirmed by the end of 2014. Although Haneda is more convenient than Narita, Qantas will need to contend with Haneda's limited slots – potentially making Sydney-Haneda a difficult option. By offering more options, Qantas will hope to regain traffic from Cathay Pacific and Singapore Airlines, which carry about 19% of Australia-Japan passengers. But those sixth freedom carriers will likely retain an advantage with their city pair and time combinations.
Chinese airline growth in direct services will reduce New Zealand dependency on Australian transfers
China Southern Airlines is on track to achieve its target of having 55 weekly flights to Australia/New Zealand by the end of 2015, with peak southern summer flights to reach 52 weekly. China Southern's presence in Australia has been highly visible, but its growth in New Zealand has been quieter. After entering New Zealand just three years ago, China Southern in 2015 will have more peak capacity there than Cathay Pacific. China Eastern will also enter the market, although only for the peak season, while Air China has flagged entry into New Zealand as part of a proposed joint venture with Air New Zealand. Chinese visitor numbers to New Zealand have doubled in four years.
This additional capacity should help New Zealand receive more direct Chinese visitors. This will help reduce its reliance on passengers arriving from Australia, which in 2013 accounted for half of the Chinese visitors to New Zealand. Air China's proposed joint venture with Air New Zealand will help Air New Zealand's prospects in mainland China. The two have been distant, causing Air New Zealand to withdraw from Beijing. Still, Air China may not be enough for Air New Zealand, which may need to consider another Chinese partner.
Tigerair Australia to pause from growth – with possible A320 deferrals – as losses continue to mount
Tigerair Australia is taking a cautious approach to expansion as it focuses on trying to complete a turnaround. Prior promises to expand the fleet to at least 23 aircraft by 2018 are unlikely to be fulfilled; instead most or all of its remaining A320 orders could be deferred and converted into A320neos.
Tigerair Australia has made considerable progress since Virgin Australia took over a 60% stake in Jul-2013. But the LCC is still highly unprofitable and does not want to expand domestically or enter the international market until its position has improved.
The cautious approach to expansion is sensible given current market conditions in Australia. But it would come at the expense of pursuing strategic opportunities, including a potential tie-up with Singapore Airlines long-haul LCC Scoot.
AirAsia X incurred a large loss in 2Q2014 driven by a weak performance on Australian routes, where large capacity gains from 2H2013 continue to impact yields. The MYR129 million (USD40 million) loss for 2Q2014 marks the third consecutive quarter of losses for AirAsia X, which has seen its stock price slip by over 30% since its Jul-2013 initial public offering.
But the long-haul low-cost carrier group expects significant improvements in 2H2014 as the rate of capacity growth slows in its core Malaysian market, allowing for the capacity added over the past year to be absorbed. AirAsia X is also reducing capacity slightly on two of its weakest routes, Sydney and Perth, a sensible move given the market conditions in Australia.
While the losses have been disappointing, strategically AirAsia X has improved its position significantly over the last year. The group has established two new joint ventures and is gaining market share in key medium-haul markets from Malaysia, putting it in an enviable position as rival Malaysia Airlines (MAS) struggles and restructures.