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
- 3505m x 61m
3201m x 46m
2959m x 46m
2469m x 46m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
All Nippon Airways
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
This content is exclusively for CAPA Membership Subscribers
520 total articles
40 total articles
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.
Legal wrangling among the City of Dallas, Southwest Airlines and Delta Air Lines has intensified ahead of a 6-Jul-2015 expiration date on leases for gates that Delta uses at the airport. The amped up legal activity shows that there is no shortage of controversy in the consolidated, and mostly mature, US market.
In a complex web of leases and subleases, Delta is leasing gates Southwest is sub-letting from United. Southwest and United negotiated a lease agreement for two gates in early 2015, and Southwest has allowed Delta to use gate space until early Jul-2015. The two airlines are now trading legal barbs, with Delta refusing to vacate the space and Southwest accusing Delta of trespassing after the upcoming deadline.
The city of Dallas has sought clarification from a US District Court in how to proceed in the Southwest-Delta dispute while the US DoT is backing Delta. Both airlines, meanwhile, have sold tickets for travel beyond the Jul-2015 deadline, seemingly disregarding the operational nightmare it could create at the airport.