Cincinnati/Northern Kentucky Airport
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- Schedule Analysis
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- Print Summary
- IATA Code
- ICAO Code
- Corporate Address
- 2939 Terminal Drive, Hebron, KY 41048, United States
- United States
- Other airports serving Cincinnati
- Cincinnati Municipal Airport
- 3658m x 46m
3353m x 46m
3048m x 46m
2438m x 46m
- Airlines currently operating to this airport with scheduled services
- ABX Air
Delta Air Lines
Polar Air Cargo
- Airlines currently operating to this airport via codeshare
- Aer Lingus
All Nippon Airways
China Southern Airlines
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Cincinnati-Northern Kentucky International Airport, although located in Hebron, Kentucky, is the gateway to Cincinnati, Ohio. Despite a cutback in capacity in the late 2000s, Delta Air Lines remains the airport's dominant carrier. The carrier's MRO subsidiary Delta TechOps also maintains a line maintenance facility at the airport. GE Aviation is headquartered in the area, with a service to Paris maintained in order to facilitate cargo traffic to and from the company's European operations. The airport is publicly owned and is operated by the Kenton County Airport Board.
Location of Cincinnati/Northern Kentucky Airport, United States
Ground Handlers servicing Cincinnati/Northern Kentucky Airport
220 total articles
18 total articles
Shortly after Cleveland Hopkins International airport reported a slight uptick in passenger counts for FY2013 – the first such increase since 2007– the airport’s anchor carrier United Airlines tabled plans to downsize its Cleveland hub significantly.
The move is neither surprising nor unexpected given Cleveland’s proximity to United’s large hub at Chicago O’Hare. With all US major carriers moving to centralise their operations in hubs where they maximise connecting revenue, Cleveland’s fate has been sealed for quite some time. In order to gain US government approval for the 2010 merger of United and Continental, the carriers agreed to uphold a certain level of operations at Cleveland for about two years after the merger. So it appears United now has some leeway to overhaul and downsize Cleveland, a hub it claims has been unprofitable for more than a decade.
United’s moves in Cleveland reflect its stated philosophy of ensuring every market makes a positive contribution to the carrier’s entire system. Many markets on the chopping block from Cleveland simply could not drive the connecting revenue necessary to make the hub viable. The next chapter, yet to be written, is how the ever-present ULCCs and other low-cost airlines will respond to the opportunities opened up in this way.
After years of scaling back its Memphis hub, Delta Air Lines has officially declared Memphis is losing that status in late 2013. The airport’s fate has been sealed as Delta has been steadily cutting service from Memphis – from a peak of 300 daily departures during 2000 to roughly 93 daily flights. Once the de-hubbing its complete Delta’s departures from Memphis will decrease a further 35% to 60 daily departures.
Delta’s reasoning in closing Memphis rests on the significant reduction in 50-seat jets it is undertaking to reduce its small jet fleet to roughly 125 shells from a peak of more than 500 five years ago. The carrier determined it is unprofitable to operate those aircraft in Memphis where the amount of local originating traffic is somewhat sparse.
Even though the official de-hubbing of Memphis comes as no shock to the airport, which has been courting other airlines, political backlash has ensued against Delta. Tennessee politicians are accusing the carrier of making false promises when it merged with Northwest in 2008 when the company assured service from Memphis would not diminish. As American and US Airways work through the requisite approval processes for their merger, the decision by Delta to de-hub Memphis will only create additional pressure on those carriers to pledge no hubs within their respective combined networks will lose their respective status.
Major shifts in the three major global airline alliances during the last few weeks have triggered a bevy questions regarding the future of those tie-ups. But just as Qantas attempts to forge a broad agreement with unaligned Emriates, British Airways has convinced reluctant members to allow Qatar to join oneworld and Air France has reversed its stance to embrace Etihad and airberlin, SkyTeam partners Delta and Air France are bolstering their presence in the US-France market.
It is not clear if Delta could benefit from the new Air France-Etihad tie-up that entails codesharing on flights to Abu Dhabi, but eventually Delta’s connecting customers in Paris could utlilise connections to the Middle East opened up by the new non-SkyTeam partnership.
Beginning in the northern hemisphere summer of 2013, Delta is introducing new flights from Newark Liberty International Airport to Paris Charles de Gaulle, and new seasonal flights from Boston to Paris. Delta also plans to add another daily flight from its Atlanta hub to Paris, which will increase to four the combined number of daily services offered by Delta and Air France on the pairing.
Delta Air Lines aims to leverage its strong position in Seattle and the long-standing relationship the carrier has built with Alaska Airlines to expand its offerings to Asia. Through the expansion, Delta could intensify competition from the US west coast to Asia with United, which has recorded some sluggishness in its Asian performance during the last year. If Delta succeeds in launching proposed new services to Shanghai and Tokyo’s Haneda airport, Seattle will join the airline’s Detroit hub in becoming a major Asian gateway for the carrier.
If the requisite regulatory approvals for seven weekly frequencies are awarded, Delta intends to launch new service between Seattle and Shanghai in Jun-2013. The carrier is also seeking approval to launch flights between Seattle and Tokyo Haneda. Delta already serves Seattle from Tokyo Narita. Delta is seeking approvals to transfer to the Seattle-Haneda route the traffic rights and Haneda slot it had used for its Detroit-Haneda service, which it axed on 30-Sep-2012 after declaring that the route was underperforming. But American, Hawaiian and United have also all applied to use the Haneda slot originally awarded to Delta for Detroit-Haneda service.
A continued pare-down by Delta Air Lines of its Memphis hub that includes the elimination of approximately 56 weekly frequencies and three route cuts beginning in Aug-2012 will result in Memphis having a similar size in Delta’s network as the carrier’s Cincinnati hub, which has become increasingly marginalised since the 2008 merger of Delta and Northwest Airlines.
The latest pruning in Memphis by Delta should result in a decrease to approximately 125 daily departures by the carrier from the airport, down from a peak of approximately 300 in 2000, or a reduction of nearly 42%. As of Jul-2012 Delta estimated it offered 147 peak day departures from its Memphis hub.
US Airways has embarked on the last phase of a strategy to ensure the majority of its flights are operated in profitable markets and 99% of flights touch the carrier’s hubs or its eastern shuttle routes. The first roll-out of service to 22 new markets from Washington National Airport culminates a two-year effort by Delta Air Lines and US Airways to engineer a slot swap that resulted in US Airways gaining 42 slot pairs at National and Delta gaining 132 pairs at New York LaGuardia from US Airways. Once all the phases of new flights from National are complete, US Airways is banking on an annual USD75 million contribution to its revenue as it further cements its position as the leading carrier at the airport closest to the US capital.
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