Guadalajara Miguel Hidal Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
- Carretera Guadalajara Chapala km 17.5
Municipio de Tlajomulco de Zuñiga, Jalisco.
C.P.45659 Guadalajara Jalisco.
- Domestic | International
- 1818m x 29m
4000m x 60m
- Airlines currently operating to this airport with scheduled services
- ABX Air
Cargolux Airlines International
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Air Canada
Air Europa Lineas Aereas
Air New Zealand
All Nippon Airways
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Guadalajara International Airport serves Mexico's second city of Guadalajara and is the country's third busiest airport after Mexico City Juarez International Airport and Cancun International Airport. Guadalajara is the 10th largest city in Latin America in terms of both population and GDP. The airport serves as a focus city for Aeromexico and was formerly a hub for defunct Mexicana. The airport is one of 12 operated by Grupo Aeroportuario del Pacifico (GAP), as is also known as Miguel Hidal y Costilla International Airport.
Location of Guadalajara Miguel Hidal Airport, Mexico
Ground Handlers and Cargo Handlers servicing Guadalajara Miguel Hidal Airport
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297 total articles
44 total articles
Mexican low cost airline VivaAerobus ended 2015 on a positive note, reversing its losses from the year prior and charting solid EBIDTAR margins. The airline is in the final stretch of a fleet revamp; this entails shedding Boeing 737 Classics operated since its 2006 launch and transitioning to a much younger fleet of Airbus narrowbodies.
Among the new crop of Mexican low cost airlines that formed in the mid-2000s (VivaAerobus, Interjet and Volaris), VivaAerobus remains the smallest measured by market share. Aeromexico, Interjet, Volaris and VivaAerobus are Mexico’s dominant airlines, but VivaAerobus’ 12% in 2015 share was a distant fourth. That could change as VivaAerobus expands its fleet with larger-gauge aircraft, taking steps to broaden the expanse of its network.
VivaAerobus suspended a number of short-lived transborder routes in 2015, and it appears to be focused on rounding out its domestic network in 2016, before resuming international expansion in 2017. During the next few years VivaAerobus could elevate its position in the Mexican market if there is enough demand to sustain the growth plans of the country’s largest airlines.
Portland International Airport has logged solid growth during the last few years, driven in part by the hub role it plays for Alaska Air Group.
Although Portland’s market size is much smaller than US west coast hubs in Los Angeles, San Francisco and Seattle, Portland continues to slowly expand its route offerings.
The airport has also drawn interest from international airlines during the last couple of years including Condor, Icelandair and Volaris, which have all added new service to Portland. Icelandair has already committed to add an additional frequency to part of its seasonal service to Reykjavik during 2016.
Portland’s network breadth and depth will never reach the scale of the larger hubs dominated by the large global US network airlines. But its growth trends during the last few years show the airport’s position within the US domestic market remains stable.
A promising transborder push by VivaAerobus has become short lived, leaving the Mexican low cost carrier with only one US route. With the recent suspension of Cancun-Houston, six US routes that VivaAerobus launched over the last year have now been axed.
On most of the routes VivaAerobus faced formidable competition from both large US global network airlines and Mexican rivals Aeromexico, Interjet and Volaris. VivaAerobus’ international passenger numbers have grown at a steady clip in 2015, but its larger rivals Aeromexico and Volaris have also directed most capacity growth this year to international operations, particularly to the US.
VivaAerobus’ decision to end transborder routes occurs as the Viva Group is reportedly aiming to launch a third affiliate in Costa Rica by the end of 2015. Presently there is no coordination between VivaAerobus and the second airline created by the group VivaColombia, so it remains to be seen if the new airline will have any effect on VivaAerobus’ network strategy.
Softness in the energy sector is not dampening passenger growth at Houston Intercontinental Airport as the facility during 2015 is adding a mix of new services to Central America, Asia and Australia.
Houston Intercontinental has enjoyed solid expansion into Asia during the last couple of years, which has helped to bolster its international passenger numbers while domestic passenger growth has also charted a steady course.
Although Houston Intercontinental is a hub airport dominated by United Airlines, the facility does have some penetration from ULCCs, particularly Spirit, which recently capped off a domestic push from Intercontinental with new international service.
Orlando International Airport is capping off a couple of years of impressive growth in Sep-2015 with the highly anticipated launch by Emirates of new service from Dubai, opening up strategic access for the airport’s passengers to the Middle East and Asia.
The airport during the last year has also welcomed new service to Brazil, Peru, Mexico, Denmark and Ireland. The service additions reflect the unique ability of Orlando International, a non-hub for the large three US global airlines, to attract international service in the post consolidation era of US aviation.
As American, Delta and United ratchet up their anti-Gulf rhetoric, Orlando International is stressing the importance of open skies in its ability to secure new international service. And, ironically, Delta aims to capitalise on the US open skies agreement with Brazil when it launches new Brazilian service from Orlando International in late 2015 as it continues to shake the foundations of the US' open skies regime with opposition to the UAE and Qatar open skies agreements.
Weak economies in Latin America continue to drag down the results for Panama’s Copa Airlines, reflected in a 10.4ppt drop in its 2Q2015 operating margin to 9.1%. The airline’s results were worse than expected, driven by a particularly challenging Jun-2015.
Central American poster airlines Copa has been battling difficult dynamics in Venezuela and Brazil for roughly a year, and during 2Q2015 some challenges emerged in its Colombian markets. The airline is taking steps to adjust its network to lessen its exposure to those regions, but they still comprise a sizeable portion of Copa’s operations.
Copa does foresee some slight sequential improvement in its yield performance from 2Q2015 to 3Q2015, but third quarter yields are still expected to decline in the double digits.
The company has issued a second downward revision to its unit revenue and operating margin guidance for CY2015, and it seems some of the obstacles Copa has faced throughout the last year are lingering into 2016.