Pittsburgh International Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- United States of America
- Domestic | International
- Airport Type
- Other airports serving Pittsburgh
- Pittsburgh-Allegheny County Airport
- 2469m x 46m
3284m x 46m
3201m x 46m
3505m x 61m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Delta Air Lines
Southern Airways Express
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
All Nippon Airways
China Southern Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
South African Airways
Virgin Atlantic Airways
Pittsburgh International Airport is the international gateway to Pittsburgh. Hosting domestic, regional and limited international passenger and cargo services for over 20 airlines, the largest operators at the airport include United and Southwest.
Location of Pittsburgh International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Pittsburgh International Airport
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543 total articles
easyJet, CityJet, Pittsburgh International Airport key executives to speak at CAPA-ACTE Global Sumit
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Frontier Airlines began 2016 making meaningful strides in its on-time performance, besting its closest US ULCC rival Spirit Airlines. But its performance in the busy summer months of Jun-2016 and Jul-2016 slipped, due largely to challenges in ground handling. Now Frontier faces the task of restoring its OTP to consistently higher levels.
Frontier’s network composition is slightly different from those of the two other US ULCCs, Allegiant and Spirit. Its average weekly frequencies fall between those offered by its ULCC counterparts and, in some ways, Frontier’s network changes seem more rapid than those of other ultra-low cost airlines as it works to tailor the ULCC model to its specific strategy.
As a privately held company, Frontier does not discuss its growth prospects as freely as Allegiant and Spirit. But the airline has an ample pipeline of Airbus deliveries that will drive its growth over the medium to long term. During the past year the prospect of an IPO to fund Frontier’s growth has surfaced and quietened down; but at some point in the not-too-distant future the company’s investors will seek rewards for their endeavours.
Air Canada continues to hold a positive outlook for the North American summer high season since the bulk of its capacity is pegged to international markets, including long haul trans-Atlantic and trans-Pacific routes. International expansion remains the airline’s most important priority as it is attempting to build a long haul network that rivals its large global airline counterparts in the US.
The airline also continues to drive sixth freedom traffic flows from the US, with the goal of doubling its market share among those passengers over the next couple of years. Air Canada has also subtly capitalised on the anti-Trump sentiment in the US by creating a smart campaign urging US citizens to “test drive” Canada before picking up and moving to the country.
Counter to some large US airlines that are facing tough labour negotiations, Air Canada is enjoying a period of employee stability as all of its major labour groups are now under long-term contracts. The longevity of those agreements allows Air Canada a degree of certainty in labour expense that some of its US peers do not enjoy.
Frontier Airlines has probably undergone more changes during the last eight to nine years than any other US airline. It emerged from Chapter 11 bankruptcy protection as a subsidiary of Republic Airways Holdings, and tried out numerous network strategies, including small city and secondary markets such as Trenton New Jersey and Wilmington, Delaware.
The airline was purchased by Indigo Partners in late 2014 and embarked on its transition to an ultra-low cost airline, which is now complete. Similarly to its ULCC counterpart Spirit, Frontier has had some management shake-ups during the last year but its executive team seems stable, for now. At the end of 2015 reports surfaced that Frontier’s owners were considering an initial public offering (IPO), and more recently the idea of taking the airline public seems to be gaining momentum. It is an interesting move, given the industry sentiment where some airlines believe their stock is trading at a discount, but Frontier has a healthy Airbus order book; one possible motivation for an IPO.
Las Vegas McCarran International Airport reached a milestone in 2015, surpassing passenger throughput levels achieved in 2008 prior to the Global Financial Crisis. The airport’s passenger levels were lifted by a mix of new domestic and international services, including new services with Copenhagen and Stockholm introduced by Norwegian, which also became the first airline to operate the Boeing 787 to the airport.
Norwegian plans further growth in Las Vegas in 2016 with the introduction of flights to Oslo. Lufthansa low cost subsidiary Eurowings also plans to add new flights between Cologne and Las Vegas. The airport appears to fit the profile for service by long haul low cost airlines, and the services launched by Norwegian and Eurowings allow Las Vegas to position itself positively, with other airlines adopting that business model.
Growth by US low cost and ultra-low cost airlines during the last couple of years will also continue to lift passenger numbers at McCarran. During the first two months of 2016 the airport’s passenger numbers expanded by 8%.
Some cracks are beginning to emerge in the immunity from the soft pricing environment that Allegiant Air has enjoyed in the US market. The company is feeling pressure from increased ULCC competition and large network airline discounting on connecting traffic in some of its markets. That added pressure, along with Allegiant’s decision to boost off peak flying in response to lower oil prices, is driving down total unit revenues for the company in 1Q2016.
In mid-2015 Allegiant began making a push into off-peak flying, reasoning that the added capacity could lower margins and unit revenues, but could in fact lift overall profits. The company’s top-line profitability did jump 154%; Allegiant has also concluded that the added flights, while still profitable, underperformed relative to the company’s expectations. However, Allegiant expects to sustain its increases in off peak flying as long as fuel remains at current levels.
Similarly to the situation at other airlines, falling unit revenues and increasing capacity seem to be pressuring Allegiant’s stock valuation, as concern grows among investors over its ability to withstand the pricing pressure in the US market place. But despite the pressure on Allegiant’s valuation, it will, together with most other US airlines continue to grow profits and returns as fuel prices lift performance. The combination of these measures is driving a different type of behaviour in the market place.
Southwest Airlines has drawn much attention during 2015 for the disruption that its massive expansion from Dallas Love Field has created in the overall Dallas market. The capacity additions and overall lower fares have resulted in Dallas emerging as the largest US market, with deterioration of pricing traction being a major feature.
The reality is that Southwest is capping off a few years of changes, including the full integration of AirTran, a de-hubbing of Atlanta, and the launch of Southwest-branded international flights from a new terminal at Houston Hobby.
As Southwest’s domestic network continues to reach higher levels of penetration, questions are arising over the airline’s network strategy going forward. Recently it has hinted the timing could be favourable to shore up short haul markets, after focussing on longer haul flying for the last decade and a half. Some of its planned new routes for 2016 reflect Southwest’s willingness to test the waters on short haul flights.