San Antonio International Airport
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- Schedule Analysis
- Cargo Analysis
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- IATA Code
- ICAO Code
- San Antonio
- United States of America
- Domestic | International
- Airport Type
- 2591m x 46m
2288m x 46m
1682m x 30m
- Airlines currently operating to this airport with scheduled services
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
All Nippon Airways
China Eastern Airlines
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Location of San Antonio International Airport, United States of America
Ground Handlers and Cargo Handlers servicing San Antonio International Airport
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Fuel & Oil Suppliers servicing San Antonio International Airport
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22 total articles
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.
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.
Mexico's Interjet looks to exploit new opportunities in the US during 2016. An IPO perhaps to follow
Mexican airline Interjet celebrated its 10th anniversary at the end of 2015, and predicted it would transport 10 million passengers for the year. For the first 11 months of 2015 the airline maintained a tie with fellow low cost airline Volaris for the second largest domestic airline in Mexico. Interjet during 2015 also extended its reach into Cuba with new flights from Cancun, Monterrey and Mexico City.
Interjet’s international footprint is smaller than its two main rivals Aeromexico and Volaris, but it is more diverse, covering the US, Cuba, Central American and upper South America. Its strong position as Mexico City Juarez’s second largest airline also makes Interjet a strong candidate for potential partners, evidenced by a recent codesharing pact between Interjet and LATAM Airlines Group.
Lower fuel prices seem to be lifting Interjet to profitability even as yields and unit revenues remain under pressure due to a slow recovery in the Mexican domestic market. Its rivals are facing similar pressures, but appear to be focusing most of their growth on international markets in 2016. Interjet’s ambitions seem to be trending in that direction, resting on the ratification of a new agreement that liberalises service between the US and Mexico.
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.
Two of Mexico’s largest airlines are encouraged by the country’s economic uptick and what appears to be capacity discipline in the domestic market, which should further help a recovery in yields that both Aeromexico and Volaris began to see in late 2014.
Despite the challenging conditions, Mexico’s domestic market remained fairly stable in 2014 reflected in roughly 8% passenger growth for the year, with the country’s major airlines retaining or growing their market share year-on-year.
Although the positive momentum is a welcome sign after a challenging 1H2014, there is an air of cautiousness underlying the optimism expressed by Aeroemexico and Volaris as the yield improvement is off a low base. As a result each airline plans to direct the bulk of their 2015 capacity growth to international markets.
Los Angeles International Airport has emerged as a battle ground for American Airlines and Delta Air Lines during the last couple of years as the market, while hugely fragmented, retains a high level of importance within the networks of most US major airlines.
But the success of each airline’s recent expansion in Los Angeles is tough to predict. Both American and Delta unsurprisingly declare that their operations in Los Angeles are successful; but the longevity of that success is difficult to predict given the tough competitive dynamics in the market.
The investments each airline is making in Los Angeles obviously carry some risk. But the scenario for American is a bit different given it does not have a true west coast hub for long-haul traffic, and the operating constraints in Los Angeles threaten to constrain its optimal growth path.