NAN Nadi

How deep the NAN board really is

The table above says where a courier can fly from NAN. This reads the same 34 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 29of the 34 destinations are flown by one airline
• 22destinations run less than once a day
• 5destinations have four or more departures a day
• 88.2%of the destinations name Fiji Airways, the largest presence here

Who holds the departures at NAN

Nine airlines appear on the NAN board and they do not hold it evenly. Fiji Airways is on 30 of the 34 destinations, 88.2 per cent of them, and on 25 of those it is the only airline flying the sector. The destinations it appears on carry 45.4 of the 45.9 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is Virgin Australia on 3 destinations. 4 of the 9 airlines at NAN appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

An airport held this tightly is quick to book and slow to recover: with 30 of the 34 destinations on one airline, the second aircraft on an NAN sector is usually another Fiji Airways aircraft, and when there is not one the desk is looking at another airport rather than another airline. No alternate airport within road reach is held for NAN, so that second look is a longer road leg or a different day.

How much of the NAN board is daily

Of the 34 destinations, 12 are flown at least once a day and 22 are not, 5 of them running once a week or less. The median destination on the NAN board is flown 3 times a week.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: NAN to Yaren District (INU) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 25.6 of the 45.9 departures a day, 55.8 per cent of the whole board. More than half of everything that leaves NAN is aimed at those five places, so the depth on the board above is thinner than the destination count suggests, and a hand carry that is not going to one of them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Nouméa NOU	New Caledonia	Aircalin	1	1,266	plan this
Port Moresby POM	Papua New Guinea	Air Niugini	1	3,389	plan this
Rotuma RTA	Fiji	Fiji Airways	1	588	plan this
Wallis Island WLS	Wallis and Futuna	Aircalin	1	846	plan this
Yaren District INU	Nauru	Nauru Airlines	1	2,233	plan this
Dallas-Fort Worth DFW	the United States	Fiji Airways	2	10,666	plan this
Funafuti FUN	Tuvalu	Fiji Airways	2	1,044	plan this
Honolulu HNL	the United States	Fiji Airways	2	5,107	plan this
Tarawa TRW	Kiribati	Fiji Airways	2	2,179	plan this
Tokyo NRT	Japan	Fiji Airways	2	7,116	plan this

The ten destinations out of NAN where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable. 11 further destinations sit in the same position and are listed in the board above.

The way back from NAN

The desk holds the return direction for 21 of the 34 destinations, and a courier plans the way back on those figures rather than on the outbound. On one of them the return into NAN runs thinner than the outbound by more than a quarter. The widest gap is Singapore (SIN) at 0.43 out a day against 0.29 back.

A return leg thinner than the outbound is the ordinary reason a same day round trip out of NAN turns into an overnight, and it is worth checking on each of those 1 sectors before the courier is committed rather than after.

The clock at NAN

NAN keeps Pacific/Fiji time, eight hours ahead of Dubai all year.

When it is 09:00 on a Dubai working morning it is 17:00 at NAN, so a nine to six day at each end overlaps for an hour. That is a narrow window for a signature, a customs query or an authority to release, and it is the reason a consignment for NAN is briefed the day before rather than on the morning it flies.

The night at NAN

3 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into Sydney (SYD) the door shuts at 23:00 local, so the last departure from NAN that lands inside it leaves around 20:41, on a modelled block of 4h 19m. Into Adelaide (ADL) the door shuts at 23:00 local, so the last departure from NAN that lands inside it leaves around 19:50, on a modelled block of 5h 40m. Into Tokyo (NRT) the door shuts at 23:00 local, so the last departure from NAN that lands inside it leaves around 16:56, on a modelled block of 9h 04m. Those three departure times out of NAN are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where NAN turns up on the rest of this site

The airport also sits behind the Fiji country desk, which sets out the customs practice, the working week and the road legs behind this airport.

The site publishes 2 airport pair pages that start or end at NAN, each with the distance, the block time, the carriers on the sector and a door to door clock. The busiest are Nadi to Auckland (AKL) and Nadi to Sydney (SYD).

To price a movement rather than read the board, the route calculator opens with NAN already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 34 destinations above.