HKT Phuket

How deep the HKT board really is

The table above says where a courier can fly from HKT. This reads the same 49 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.

• 30of the 49 destinations are flown by one airline
• 22destinations run less than once a day
• 6destinations have four or more departures a day
• 16.3%of the destinations name Aeroflot, the largest presence here

Who holds the departures at HKT

46 airlines appear on the HKT board and they do not hold it evenly. Aeroflot is on 8 of the 49 destinations, 16.3 per cent of them, and on 5 of those it is the only airline flying the sector. The destinations it appears on carry 3.9 of the 131 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 Bangkok Airways on 4 destinations. 33 of the 46 airlines at HKT 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.

No airline holds more than 16.3 per cent of the destinations here, which is the more comfortable shape of the two. A cancellation at a spread airport is usually a rebooking rather than a lost day, provided the sector itself carries more than one operator, and 30 of the 49 sectors at HKT do not.

How much of the HKT board is daily

Of the 49 destinations, 27 are flown at least once a day and 22 are not, 3 of them running once a week or less. The median destination on the HKT board is flown about once a day.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: HKT to Tehran (IKA) 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 73.7 of the 131 departures a day, 56.3 per cent of the whole board. More than half of everything that leaves HKT 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
Amman AMM	Jordan	El Al	1	6,924	the pair page
Shenzhen SZX	China	Spring Airlines	1	2,313	plan this
Tehran IKA	Iran	Mahan Air	1	5,663	plan this
Melbourne MEL	Australia	Jetstar	2	7,013	the pair page
Novosibirsk OVB	Russia	Aeroflot	2	5,397	plan this
Saint-Petersburg LED	Russia	Aeroflot	2	8,012	plan this
Sydney SYD	Australia	Jetstar	2	7,267	the pair page
Taipei TPE	Taiwan	Tigerair Taiwan	2	3,076	plan this
Tashkent TAS	Uzbekistan	Uzbekistan Airways	2	4,664	plan this
Vladivostok VVO	Russia	Aeroflot	2	5,116	plan this

The ten destinations out of HKT 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. 9 further destinations sit in the same position and are listed in the board above.

The way back from HKT

The desk holds the return direction for 43 of the 49 destinations, and a courier plans the way back on those figures rather than on the outbound. On one of them the return into HKT runs thinner than the outbound by more than a quarter. The widest gap is Mumbai (BOM) at 2.3 out a day against 1.7 back.

It runs the other way as well: Tashkent (TAS) files 0.71 a day back into HKT against 0.29 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at HKT

HKT keeps Asia/Bangkok time, three hours ahead of Dubai all year.

When it is 09:00 on a Dubai working morning it is 12:00 at HKT, so a nine to six day at each end overlaps for six hours. A customs question raised in the last three hours of the Dubai afternoon reaches nobody at HKT until the next morning, which is the practical limit on a same day instruction here.

The night at HKT

1 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 HKT that lands inside it leaves around 10:45, on a modelled block of 9h 15m. Those one departure times out of HKT 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 HKT turns up on the rest of this site

HKT carries two other pages on this site as well: the Thailand country desk, which sets out the customs practice, the working week and the road legs behind this airport and the HKT transit page for the connecting case, where a courier changes aircraft here rather than starting or finishing.

The site publishes 18 airport pair pages that start or end at HKT, each with the distance, the block time, the carriers on the sector and a door to door clock. The busiest are Phuket to Bangkok (BKK), Phuket to Bangkok (DMK) and Phuket to Singapore (SIN).

To price a movement rather than read the board, the route calculator opens with HKT already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 49 destinations above.