大致意思：如果亚航X落地浦东，时刻估计会和北京差不多也是红眼，杭州上海各有自己的市场，相互补充。捷星也在想落地浦东机场，时刻已谈好但暂时未被批准。酷航可能会进驻杭州。日本亚航想开中国内地航线，东京基地4小时飞行圈内的城市会不会是北京、杭州、武汉、广州。如果能成立第二基地福冈或者大阪，四小时飞行圈将可以覆盖到中国西南部地区，包括成都、重庆、深圳、桂林
The other North Asian airport greatly impacted by slot restrictions is Shanghai Pudong. A prospective AirAsia X service – likely in the medium-term – would have late night timings and, like Beijing, be limited to one daily flight until other slot timings are available. Unlike the Tianjin-Beijing move, a Shanghai service could be supplementary to Hangzhou, which has its own market as a tourist hub.
Jetstar also serves Hangzhou but with its Airbus A320 fleet. Jetstar last year told CAPA it had secured Shanghai Pudong slots but it has not yet secured final approvals for a possible Shanghai service. Hangzhou is also a possible destination for Scoot, which wants to, as much as possible, open new destinations to the SIA network (neither SIA nor SilkAir serve Hangzhou). Any one of the three carriers launching to Shanghai (or Hangzhou for Scoot) would likely spur the others into the market.
Although further AirAsia X expansion could be into airports with limited windows for services, Mr Osman-Rani believes that as long as the carrier has slot flexibility at enough other airports it will not have to sacrifice its high utilisation rate in order to accomodate an airport's inflexibility. AirAsia X's utilisation rate of 19 hours for its A330s is one of the highest in the world and a significant driver to cost reduction.
Frequency increases could occur in Taiwan and South Korea, where AirAsia X benefits from the Malaysia-South Korea open skies agreement whereas capacity is capped between Singapore and South Korea. With SIA utilising almost all of the available capacity to South Korea, the country is effectively off the radar for Scoot and Jetstar's Singapore-based operations.
AirAsia Berhard (Malaysia) and Thai AirAsia serve with A320s Chongqing, Guilin, Guangzhou, Shenzhen and from Oct-2012 Wuhan. AirAsia X serves Beijing, Chengdu and Hangzhou. Hangzhou and Wuhan are firmly within four hours from Tokyo, and Hangzhou's combination of a major tourist site in its own right as well as alternative to slot-limited Shanghai makes it an attractive destination, although AirAsia Japan would need to negotiate with part-owner ANA, which has a daily A320 service to Tokyo Narita and a daily Boeing 737-700 service to Osaka Kansai. While ANA has embraced LCCs – partially out of force – it is concerned to limit cannibalisation.
Excluding Beijing, where AirAsia Japan could not get daylight slots, all other AirAsia Group destinations in China – Chengdu, Chongqing, Guangzhou, Guilin and Shenzhen – would exceed, by 30-90 minutes, the group's preferred four hour limit for A320s. That is not to rule out the cities entirely. A330s could be based out of Japan in the medium-term, or AirAsia Japan could launch international services from an inevitable new base. From a city further west in Japan than Tokyo, such as Osaka or Fukuoka, would quickly bring AirAsia's Chinese network into a four hour range for AirAsia Japan, and would allow future service to central and western cities that develop in the medium-term.
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发表于 2012-9-1 21:24:27
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