Tokyo Narita Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
- NAA-Bldg.,Narita Airport
- Domestic | International
- Airport Type
- Other airports serving Tokyo
- Tokyo Haneda Airport
- 2500m x 60m
4000m x 60m
- Airlines currently operating to this airport with scheduled services
Air Hong Kong
Air New Zealand
Air Tahiti Nui
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Delta Air Lines
Hong Kong Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
MIAT Mongolian Airlines
Nippon Cargo Airlines
Pakistan International Airlines
Polar Air Cargo
Spring Airlines Japan
Thai AirAsia X
- Airlines currently operating to this airport via codeshare
- Air Seychelles
Hahn Air Systems
Royal Brunei Airlines
South African Airways
Narita International Airport is the main international gateway to the Greater Tokyo region of Japan. The airport is the second-largest serving the Tokyo metropolitan area, with the larger being the more central Haneda Airport. Haneda, however, has long been limited to domestic and short-haul services, with Narita handling all long-haul services into the region. Both Haneda and Narita airports are undergoing changes in strategy which will see this pattern change. Hosting domestic, regional and international passenger and cargo services for over 40 airlines, Narita is a major hub for airlines including ANA, Japan Airlines and Delta Air Lines.
Location of Tokyo Narita Airport, Japan
Ground Handlers and Cargo Handlers servicing Tokyo Narita Airport
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Fuel & Oil Suppliers servicing Tokyo Narita Airport
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209 total articles
For the first time in Northeast Asian aviation, low cost airlines are poised to overtake full service airlines in a significant way. The market concerned is that between Japan and Korea, where LCCs are rapidly growing, while full service airlines are decreasing capacity. Overall market size and visitor figures are at record highs. This refutes any legacy airline thinking that LCCs "steal" market share; LCCs are growing the market and becoming the future – as they already are in other parts in the world.
LCCs accounted for 1% of available seats between Japan and Korea in 2009, reached 37% in 2016, and so far in 2017 will account for 49% of the market. Limited airport data indicates that LCCs, operating at higher load factors, already transport more passengers than full service airlines, and by the end of 2017 LCCs should easily account for the majority of capacity.
LCCs already fly more airport pairs than their full service counterparts. The LCC development between Japan and Korea illustrates underlying LCC opportunity in Northeast Asia but also reflects on the importance of liberalisation, and for full service airlines to have efficient cost bases.
Japan Airlines is eagerly – but discreetly – counting down to 01-Apr-2017. The start of the new fiscal year in Japan is when JAL will be unshackled from growth restrictions imposed after JAL's bailout in 2010. United States Chapter 11 restructuring enables relatively quick growth on lower costs, but in Japan JAL's significant cost improvements over All Nippon Airways came with the penalty of not being permitted to fully realise business opportunities for a number of years.
JAL's first public business change is the relatively small, and expected, move of a New York flight from a Narita departure to Haneda, matching ANA. Bigger changes are expected with JAL's new management plan due in 1H2017.
ANA has significantly widened the gap with JAL, using JAL's restrictions as a once-in-a-lifetime unchallenged growth opportunity. JAL is expected to grow its network around its core North America-Asia segment. JAL will look to expand North America flights, but also East Asia and India.
Yet JAL, still scarred by bankruptcy and determined to be the first Asian airline to have consistently high and cyclical-proof margins, will seek modest, direct network growth. JAL will look to invest in other airlines and non-flying businesses.
Qantas has been transforming in Asia. Its partnership with Emirates and shift of European stopover hub from Asia to Dubai drove a need for Qantas to restructure its Asia network to support the local market, and not onward connections to Europe. Widebody capacity has become available as Qantas further decreases widebody services in the domestic market, which was overcompetitive and impacted by a decline in the resource sector, which was a key corporate contract focus.
In calendar 1Q2017 Qantas will operate more flights to Asia than at any time this decade, including prior to its Emirates-necessitated restructure.
Seat capacity has reduced slightly, reflecting the use of smaller aircraft (A330s instead of A380s) but Qantas still has more seats for the local market since it no longer sells onward flights to Europe. Qantas' most recent Asian additions are the relaunching of Melbourne-Tokyo (taking the service over from Jetstar, which will instead open new flights to Vietnam) and Sydney-Beijing – an important market for its JV with China Eastern as Virgin Australia signals its intent to fly to Beijing in 2017, in partnership with HNA.
Hawaiian Airlines is maintaining a positive outlook for 2017, despite cost pressure and delays in delivery of the first Airbus A321neo aircraft to join the company’s fleet. The airline is a huge proponent of the new generation narrowbody, touting the jet as the only aircraft that serves its mission of serving secondary North American markets at the right cost point. Because of the delays Hawaiian faces the undesirable situation of incurring the costs of adding the A321s to its fleet without enjoying any revenue benefit from their operation.
The delays may intensify the cost pressure Hawaiian already faces in 2017, and its current guidance does not include any effects from a potential collective bargaining agreement it could reach with its pilots. Hawaiian is not alone in facing cost pressure in 2017; nearly every US airline is bracing for non fuel unit cost challenges alongside rising oil prices.
But the unit revenue momentum Hawaiian enjoyed throughout most of 2016 is continuing into early 2017 as industry capacity to Hawaii remains rational, and its own growth is largely driven by new long haul routes introduced in late 2016. But it will be tough for Hawaiian, and the industry in general, to sustain a revenue performance that offsets the cost pressure that most US airlines, Hawaiian included, face in 2017.
Delta Air Lines is rekindling its partnership with Korean Air. Delta has previously used heavy-handed tactics – cutting off codeshares, nearly eliminating reciprocal frequent flyer benefits otherwise enshrined in their SkyTeam alliances – to bully Korean Air into a JV. The attraction to Delta is a JV partner in Asia, which American and United have long enjoyed.
Korean Air, until recently, has failed to see the benefits of a partnership with Delta, which has a smaller trans-Pacific footprint. Although Korean Air felt the damage from all but losing its North American partner, what Delta needed to give Korean Air was time. It has helped that Delta is no longer pursuing a hub in Tokyo – a rival to Korean Air and Seoul.
A deeper Delta-Korean Air partnership, as hinted at by Delta management in Dec-2016, starts with both feeling competitive trans-Pacific pressure but jointly holding a position of strength, with a JV slightly smaller than United-ANA's, but much larger than American-JAL. Korean Air brings wider coverage to Southeast Asia, as well as North American gateways.
During the first few years of the decade Hawaiian Airlines undertook a massive network expansion that included the addition of more than 10 long haul routes. With a few minor expansions Hawaiian efforts have been successful, reflected in the airline’s more balanced network that features some of Hawaii’s largest origin markets.
Hawaiian begins taking the next steps to fill gaps within its network in 2017. During the year the airline starts accepting deliveries of Airbus A321neos that allow it to serve smaller secondary markets in North America without degrading the company’s cost performance – which is proving to be a challenge in the short term. Hawaiian believes the aircraft is uniquely qualified to handle some of the operating conditions from the region’s islands to the US mainland.
Hawaiian embarks on 2017 enjoying a significant revenue premium above the US industry and the airline continues to strengthen its revenue management techniques to maximise product offerings, including extra legroom seating and new lie-flat premium seating on its Airbus widebody aircraft. The company is forecasting modest capacity growth for the year of 2% to 5%, the bulk of which is driven by new services to Tokyo launched in 2016.