San Antonio International Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- San Antonio
- United States of America
- Domestic | International
- Airport Type
- Other airports serving San Antonio
- San Antonio Kelly AFB
- 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
In Aug-2015 San Antonio's Mayor Ivy Taylor stated calls for a regional airport between San Antonio and Austin had resurfaced, as population in the area is continuing a rapid growth. Former San Antonio Mayor Henry Cisneros said the idea of a regional airport has been in discussion since the mid-1980s.
Location of San Antonio International Airport, United States of America
Ground Handlers and Cargo Handlers servicing San Antonio International Airport
This content is exclusively for CAPA Membership Subscribers
Fuel & Oil Suppliers servicing San Antonio International Airport
This content is exclusively for CAPA Membership Subscribers
235 total articles
20 total articles
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.
US airlines are putting up a tough and dramatic – with elements of farce – fight for a nighttime slot at Tokyo Haneda Airport. American and Hawaiian Airlines successfully convinced the US Department of Transportation (DoT) to review whether Delta’s use of the Seattle-Haneda route is in the public interest after Delta significantly decreased capacity over northern winter 2014/2015. American and Hawaiian have applied for the slot to serve Haneda from Los Angeles and Kona, respectively.
The posturing reflects the limited access US carriers gained to Haneda following the "Big Bang" in 2010. Overall the slot would be nice for the airline but is a small part of its network. Yet the intense fight comes as Delta battles weakness in Japan and plans an overall capacity pull-down in the market during 2015. Nonetheless, this spat over a single nighttime slot shows how intense the competition is likely to be when two Haneda slots at far more valuable daytime hours are made available to US carriers, subject to final negotiations.
A newly revised air services agreement between Mexico and the US that eases limits on the number of airlines allowed to operate on routes between the two countries is a welcome development for airlines operating in both regions. But it is particularly interesting for Mexico’s airlines given that their penetration in the transborder space still pales in comparison to US airlines operating between the two countries.
The new pact does not take effect until Jan-2016, which means that the lifting of restrictions is some way in the future. But in the meantime Mexico’s airlines still have ample opportunity under the existing agreement, and are no doubt evaluating new opportunities created by the new air services arrangement.
Mexico and the US struck the new accord as all of Mexico’s airlines are making a transborder push to diversify from the domestic market, which has been weaker the last couple of years due to Mexico’s sluggish economy. Key to the execution of the expansion is ensuring demand is robust enough in transborder markets in order to maintain favourable yields on those routes.