Haluoleo Airport Bandar Udara Haluoleo | |||||||||||
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| Summary | |||||||||||
| Airport type | Public / Military | ||||||||||
| Owner | Government of Indonesia | ||||||||||
| Operator | Directorate General of Civil Aviation | ||||||||||
| Serves | Kendari | ||||||||||
| Location | Ranomeeto,South Konawe Regency,Southeast Sulawesi,Sulawesi,Indonesia | ||||||||||
| Built | 1938; 88 years ago (1938) | ||||||||||
| Time zone | WITA (UTC+08:00) | ||||||||||
| Elevation AMSL | 538 ft / 164 m | ||||||||||
| Coordinates | 4°4′53.79″S122°25′05.63″E / 4.0816083°S 122.4182306°E /-4.0816083; 122.4182306 | ||||||||||
| Website | www | ||||||||||
| Maps | |||||||||||
 Sulawesi region in Indonesia | |||||||||||
  KDI  KDI | |||||||||||
| Runways | |||||||||||
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| Statistics (2023) | |||||||||||
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| Source: DGCA[1][2] | |||||||||||
Haluoleo Airport (IATA:KDI,ICAO:WAWW), formerlyWolter Monginsidi Airport, is a domestic airport servingKendari, the capital ofSoutheast Sulawesi, Indonesia. Although the airport primarily serves Kendari, it is located outside the city limits, in Ranomeeto,South Konawe Regency, approximately 15 km (9.3 mi) from Kendari’s city center. It is named after Halu Oleo (1488–1584), the sixth sultan of theButon Sultanate. The airport was previously named in honor ofRobert Wolter Monginsidi (1925–1949), anIndonesian national hero who was executed by the Dutch during theIndonesian National Revolution. Haluoleo Airport is the primary gateway to Kendari and the wider Southeast Sulawesi province. It offers regular flights to major Indonesian cities such asJakarta,Surabaya, andMakassar, as well as regional connections to destinations within the province, includingBau-Bau and theWangi-Wangi Islands.
In addition to its role as a commercial airport, Haluoleo Airport also hosts the Haluoleo Air Force Base, a Type B installation of theIndonesian Air Force.[citation needed]
Haluoleo Airport was originally constructed as a military airbase by theDutch colonial authorities prior to the outbreak ofWorld War II. The first aircraft to land on the airstrip was aRoyal Netherlands East Indies Army Air Force (ML-KNIL) plane on 7 October 1938. Upon its completion, the airfield was considered as the best airfield throughout the Dutch East Indies, if not the entire Southeast Asia.[3]: 123 The airfield had three runways and additional space for expansion.[3] Before the outbreak of war, Dutch forces had already built barracks that can accommodate 500 troops and planned to expand it more forAustralian orRoyal Netherlands East Indies Army (KNIL) reinforcements. When thePacific War began in 1941, the airbase was designated as Kendari Airfield II.[3] In the lead-up to theJapanese invasion, Kendari Airfield II was defended by a small garrison from the KNIL. The defensive force comprised 20 KNIL infantry squadrons, totaling approximately 400 personnel, including both military and civilian staff. The garrison was supported by four armored cars under the command of Captain E.G.T. Anthonio. The airfield was also equipped with ananti-aircraft battery consisting of two 40 mm guns and an anti-aircraft machine gun platoon armed with three AAMGs. At the time, however, no fighter aircraft were stationed at Kendari Airfield II, leaving the base effectively undefended from aerial assault.[citation needed]
For the Japanese, the airfield was one of several key strategic locations that needed to be captured in order to establish a robust air support network for the successful invasion ofJava. Along with airfields in southernSumatra,Kuching,Banjarmasin, andMakassar, Kendari Airfield II was essential to Japan’s broader military objectives in the region. Its capture would allow the Japanese to launch air raids on eastern Java while maintaining air cover across a wide area stretching fromAmbon toKupang andBali. Additionally, it provided an opportunity to establish a new naval base to support further operations in the Dutch East Indies.[4]
On 15 January,Mitsubishi A6M Zero fighters from theImperial Japanese Navy Air Service's 3rd Air Group strafed Kendari Airfield II. Although the attack inflicted only minimal physical damage and one aircraft was hit by Dutch anti-aircraft fire, it had a profound psychological impact, delivering a serious blow to Dutch morale. The day after the initial air raid, the entire Indonesian crew of the anti-aircraft detachment, along with several other troops, deserted their posts.[5] The Japaneselanded in Kendari on 24 January 1942. In an effort to deny the facility to the advancing enemy, the Dutch attempted to sabotage key installations at the airfield, including warehouses, the radio station, diesel engines, anti-aircraft guns, and transport vehicles. However, the demolition efforts were incomplete, and the Dutch forces ultimately abandoned the airfield. Within hours, Japanese troops seized control of the site, and the first Japanese aircraft landed later that same day.[5]
After its capture, Kendari Airfield II was gradually upgraded by the Japanese, who began constructing various infrastructure to strengthen defenses in the area. In carrying out this development, the Japanese employed their usual mobilization tactic—usingromusha, or forced laborers.[6] Kendari Airfield II was projected as a key air defense base intended to secure the territories already under Japanese control. The conquest of other regions inSulawesi was coordinated from Kendari, which served as a regional command center. For the Japanese, the airfield held strategic importance not only for controlling troop movements but also as a potential launch point for attacks onAustralia andJava, particularlySurabaya. During theJapanese occupation, Kendari Airfield II underwent significant changes, especially in terms of air defense capabilities. On 8 January 1944, the Japanese deployed 40 anti-aircraft guns around the airfield.[6] This number was later increased to 99 units, consisting of 10 heavy AA guns, 30 medium AA guns, and 59 light AA guns. These AA defenses were intended to protect the airbase from enemy air raids, ensuring that the strategically important facility was shielded fromAllied aerial attacks. The Japanese also constructed various fortifications and supporting infrastructure, some remnants of which are still visible today.[7]
FollowingJapan’s surrender in 1945, control of the airfield was handed over to theNetherlands Indies Civil Administration (NICA), which maintained its hold on the facility throughout theIndonesian National Revolution. After the Dutchrecognition of Indonesia’s sovereignty in 1949, the airfield was transferred to Indonesian authorities and came under the control of theIndonesian Air Force, which designated it as a military detachment.[6]
In the 1950s, Kendari Airfield II was also used as a staging base for military operations against theRepublic of South Maluku (RMS) rebellion in theMaluku Islands. The situation in Southeast Sulawesi further deteriorated following theDarul Islam rebellion in South Sulawesi, led byKahar Muzakkar, which broke out on 7 August 1953. The unrest spread to neighboring areas, including Southeast Sulawesi, causing fear and anxiety among pro-government civilians. As a result, many sought safety by fleeing to military installations—one of which was Kendari Airfield II, then still operating as a detachment. Some 200 of the displaced individuals were later recruited as personnel by the Indonesian Air Force.[6]
On 27 May 1958, Detachment Kendari II was renamed the Wolter Monginsidi Detachment (WMI) in honor ofRobert Wolter Mongisidi, anational hero fromNorth Sulawesi who fought during the revolution. As part of broader organizational development within the Indonesian Air Force, the detachment was later upgraded to a full airbase, officially becoming Wolter Monginsidi Air Force Base (Lanud Wolter Monginsidi) in 1963.[6]
On 1 April 1976, Wolter Monginsidi Airport officially opened to civilian air traffic. Later, on 28 January 2010, the airport was renamed Haluoleo Airport, with the new name formally adopted on 13 February 2010.[8] The renaming was initiated by the Southeast Sulawesi Provincial Government as a tribute to Halu Oleo, a former ruler of theButon Sultanate and a unifying figure in the region’s history.[6]
The airport terminal covers an area of 15,640 m² and has an annual capacity of approximately 1.1 million passengers.[1] The two-story terminal is initially equipped with two jetbridges,[9] with an additional two added in 2018.[10] A minor renovation of the passenger terminal commenced in 2017 and was completed in 2019. The updated terminal layout has expanded the public waiting area and check-in counters, while also enhancing the arrival hall.[10] The passenger waiting area is now nearly double its previous size. The revitalization program extends beyond the terminal, encompassing the renovation of the prayer room (mushola), toilet facilities, ATM center, customer service, canteen, and VVIP lounge. To further improve passenger comfort, new amenities such as an executive lounge and a children's play area in the waiting room have also been introduced.[10]
Currently, Haluoleo Airport is being developed as a secondary transit hub for flights ineastern Indonesia, serving as an alternative to the heavily congestedSultan Hasanuddin International Airport inMakassar. In the future, it is expected that using Haluoleo Airport as a transit point will help reduce aircraft operating costs by saving fuel.[11]
In 2011, the airport's apron was expanded from 195 × 91 meters to 234 × 113 meters, allowing it to accommodate up to fivenarrow-body aircraft simultaneously.[12] The runway was also extended from 2,250 meters to 2,500 meters and widened from 30 meters to 45 meters to support operations of narrow-body aircraft such as theBoeing 737 andAirbus A320. The entire expansion project was completed by the end of 2012.[13]
| Airlines | Destinations |
|---|---|
| Batik Air | Makassar[14] |
| FlyJaya | Wakatobi[15] |
| Indonesia AirAsia | Makassar (begins 7 March 2026)[16] |
| Pelita Air | Jakarta–Soekarno-Hatta[17] |
| Super Air Jet | Jakarta–Soekarno-Hatta[18][19] |
Notes:
Year | Passengers handled | Passenger % change | Cargo (tonnes) | Cargo % change | Aircraft movements | Aircraft % change |
|---|---|---|---|---|---|---|
| 2009 | 587,737 |  | 3,168 | | 4,898 | |
| 2010 | 602,355 |  2.5 | 3,601 | 13.7 | 5,279 | 7.8 |
| 2011 | 646,063 | 7.3 | 3,070 |  14.7 | 5,157 | 2.3 |
| 2012 | 856,544 | 32.6 | 3,006 | 2.1 | 6,741 | 30.7 |
| 2013 | 889,364 | 3.8 | 3,730 | 24.1 | 10,600 | 57.2 |
| 2014 | 825,294 | 7.2 | 3,784 | 1.4 | 10,024 | 5.4 |
| 2015 | 886,816 | 7.5 | 3,242 | 14.3 | 8,300 | 17.2 |
| 2016 | 1,241,328 | 40.0 | 595 | 81.6 | 9,970 | 20.1 |
| 2017 | 1,473,897 | 18.7 | 6,481 | 989.2 | 12,080 | 21.2 |
| 2018 | 1,544,643 | 4.8 | 6,213 | 4.1 | 12,430 | 2.9 |
| 2019 | 1,240,804 | 19.7 | 6,605 | 6.3 | 9,809 | 21.1 |
| 2020 | 653,845 | 47.3 | 7,336 | 11.1 | 6,572 | 33.0 |
| 2021 | 660,284 | 1.0 | 10,266 | 39.9 | 7,226 | 10.0 |
| 2022 | 912,833 | 38.2 | 11,877 | 15.7 | 7,394 | 2.3 |
| 2023 | 1,066,045 | 16.8 | 4,505 | 62.1 | 7,703 | 4.2 |
| Source: DGCA, BPS[2][20] | ||||||
| Rank | Destinations | Frequency (weekly) | Airline(s) |
|---|---|---|---|
| 1 |  Makassar, South Sulawesi | 52 | Batik Air, Citilink, Garuda Indonesia, Lion Air |
| 2 |  Jakarta, Jakarta Special Capital Region | 24 | Batik Air, Citilink, Pelita Air, Super Air Jet |
| 3 |  Surabaya, East Java | 7 | Lion Air |
| 4 |  Wakatobi, Southeast Sulawesi | 2 | FlyJaya |
| 5 | Bone, South Sulawesi | 2 | FlyJaya |
Transport from Haluoleo Airport to Kendari City center is possible through the following options:
As with other airports in Indonesia, there is also a taxi service in the airport. For the distance from the airport to the city of Kendari itself is about ± 25 kilometers and takes about 30 to 40 minutes.[21]
Perum DAMRI operates services between the airport and the harbor. The service began from 30 September 2016.[22]