Sydney Kingsford Smith Airport
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- 10 Arrivals Court
Sydney International Airport
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- 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
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
Middle East 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
Fuel & Oil Suppliers servicing Sydney Kingsford Smith Airport
2,056 total articles
144 total articles
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.
Cebu Pacific Air’s long-haul unit is entering a new phase of growth which will also see it evolve to pursue more transit traffic. Cebu Pacific initially envisioned a pure LCC model for its long-haul low-cost unit, relying almost entirely on point to point traffic, but is now looking to build up connections, particularly to feed its new Manila-Sydney route.
In Sept-2014 Sydney and Kuwait will become Cebu Pacific’s second and third long-haul destinations after Dubai, where its performance has improved in recent months following a dismal start in 4Q2013. The carrier’s A330 fleet, which now consists of four aircraft with a fifth to be added by the end of Aug-2014, has until now been primarily used to upgauge short-haul routes.
The upcoming launch of services to Australia and Kuwait will be followed by Saudi Arabia in 4Q2014 and Hawaii in early 2015. Sharjah may also be launched in 2015 as Cebu Pacific considers leasing additional A330s.
CAPA - Centre for Aviation is preparing to welcome some 600 attendees across the three-day Australia Pacific Aviation Summit at Sydney’s Sheraton on the Park Hotel on 6-8 August, making it the largest event CAPA has held to date.
The second annual Summit will be the biggest aviation strategy forum of its kind for this region. CEOs from airlines and airports across Australia, New Zealand and the Pacific Islands, plus a selection of leaders from airlines serving the region, will present on the industry's crucial issues. Over 100 corporate buyers will attend the Corporate Travel day.
The Summit will also feature Keynote Presentations from Qantas, Jetstar, Etihad Airways, United Airlines, Fiji Airways, Hawaiian Airlines, Royal Brunei Airlines and the Australian Department of Infrastructure and Regional Development.
Qantas will refocus its service between Australia and New Zealand to allow greater flexibility to adjust capacity during shoulder and low seasons. While relatively straightforward, Qantas has not previously done this. Qantas in 2013 adjusted monthly seat capacity by -9% to +7% while Air New Zealand adjusted capacity by -19% to +16%, Jetstar by -22% to +22% and Virgin Australia by -15% to +10%.
Air New Zealand has been rewarded with consistently high load factors while Jetstar and especially Qantas have performed weakly in off-periods. There is now an opportunity for closer integration between Jetstar and Qantas. Virgin Australia has had the weakest load factors, perhaps suggesting its move to a premium positioning is not commensurate with its core trans-Tasman leisure traffic. It too may need to revisit its approach.
When Qantas Group informed the market that it would not add domestic capacity in the first quarter of FY2015 commencing 01-Jul-2014, the perceived implication was that the capacity and fare war Qantas had fought with Virgin Australia was over. Virgin's "Game Change Programme" re-positioned the carrier as a full-service airline with business class offering, bringing premium competition to the Australian market for the first time since Ansett's 2001 collapse. Virgin was bullish on growth opportunities while Qantas abided by its strategy calling for 65% marketshare. In borad terms, when Virgin added a flight, Qantas added two.
But the white flag has not been raised. Qantas Group's 1QFY2015 domestic capacity will be flat, but this is comprised of capacity decreases in the Western Australia market (a 10% reduction in intra-WA) and capacity increases in the east coast, mainly around Queensland. The WA market already was so over-capacity that there were never going to be winners. Pulling back capacity is not so much a strategic decision as delayed common sense. More reductions may still be needed. The Qantas-Virgin fight appears set to continue in the country's east.