Guadalajara Miguel Hidal Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- Corporate Address
- Carretera Guadalajara Chapala km 17.5
Municipio de Tlajomulco de Zuñiga, Jalisco.
C.P.45659 Guadalajara Jalisco.
- Domestic | International
- 1818m x 29m
4000m x 60m
- Airlines currently operating to this airport with scheduled services
- ABX Air
Cargolux Airlines International
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Air Canada
Air Europa Lineas Aereas
Air New Zealand
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Guadalajara International Airport serves Mexico's second city of Guadalajara and is the country's third busiest airport, after Mexico City Juarez International Airport and Cancun International Airport. Guadalajara is the 10th largest city in Latin America in terms of both population and GDP. The airport serves as a focus city for Aeromexico and was formerly a hub for defunct Mexicana. The airport is one of 12 operated by Grupo Aeroportuario del Pacifico (GAP), as is also known as Miguel Hidal y Costilla International Airport.
Location of Guadalajara Miguel Hidal Airport, Mexico
Ground Handlers and Cargo Handlers servicing Guadalajara Miguel Hidal Airport
196 total articles
28 total articles
Mexico’s second largest airline Volaris joined rival and the country’s biggest airline Aeromexico in recording a 2Q2014 loss driven by lingering weakness in the Mexican economy which is dissolving pricing traction.
Despite the operating and net losses Volaris recorded in 2Q2014, the airline highlighted sequential improvement in it results from 1Q2014, and is cautiously optimistic that Mexico’s economy could be showing slight signs of improvement.
In early 2014 Volaris shaved its capacity growth estimates for the year, and is maintaining its current projections of 11% to 13% growth. During 3Q2014 the bulk of Volaris’ supply is targeted toward US transborder international markets, routes where it is more shielded from competition versus the domestic space.
A difficult market climate is persisting in Mexico’s aviation business, creating challenges for the country’s airlines in gaining pricing traction – a problem that plagued carriers throughout much of 2013 and continues in 2014.
Slow economic growth in Mexico was one factor contributing to a 1Q2014 loss by ultra low-cost carrier Volaris, which also continued to face pressure in some of its markets from capacity increases by its major competitor Aeromexico.
Similar to sentiments Volaris has expressed in the past, the carrier believes there is potential for improvements in Mexico’s economy. But the airline is also taking steps to mitigate Mexico’s economic weakness to improve its fortunes.
Mexico’s largest, and sole global, carrier Grupo Aeromexico appears to be executing a dual strategy in 2014, split between retaining its commanding presence in the domestic market while leveraging its international networks and partnership roster to ensure it can weather the country’s economic uncertainty.
Two of the carrier’s major milestones in 2014 are the introduction of the Boeing 787 widebody and overhauling its operations in Mexico City through expanding connecting banks and eliminating small jets from its largest hub.
As the competitive dynamics in Mexico’s domestic space continue to shake out, Aeromexico is pressing forward to build a strong foundation to withstand increasing pressure on routes within Mexico.
Mexican ultra low-cost carrier (ULCC) Volaris is exuding confidence that it can attain margin expansion in 2014 even as it predicts an economic rebound in Mexico will not take hold until the second half of the year.
Volaris' bullishness follows a challenging 2013 for all of Mexico’s carriers as the country’s GDP was a weak 1%. The weak economy resulted in yields at both Aeromexico and Volaris sinking, and Volaris recording a loss for 4Q2013 and a 30% fall year-over-year in profits for FY2013.
After battling pressure from Aeromexico at its third largest base in Guadalajara during 2013, Volaris predicts some rationality should be restored to the market in 2014 even as it establishes a new base in Monterrey, which will increase capacity in a market important to all four of Mexico’s major carriers.
Mexican low-cost carrier VivaAerobus began 2014 on a down note – cancelling a planned public offering valued at roughly USD226 million as it concluded market conditions were too dour and unpredictable to achieve an IPO successfully.
The cancellation occurred as VivaAerobus prepared for the first delivery of an Airbus A320. Its acceptance of the new jet marks a pivotal transition from older Boeing 737-300 narrowbodies to similar aircraft operated by its fellow low-cost rivals Interjet and Volaris.
VivaAerobus’ decision to shutter accessing the public markets does leave some questions as to how it will finance the 52 Airbus jets it has on order as six of the aircraft are scheduled for delivery in 2014. On a broader scale, VivaAerobus remains the smallest carrier among the four largest Mexican airlines, three of which (including VivaAoerbus) define themselves as low-cost carriers. If the projected rebound in Mexico’s economy fails to materialise during 2014, VivaAerobus’ greater exposure to the domestic market could create challenges for the carrier’s yet-to-be defined strategy for the future.
Mexican carriers Aeromexico and Volaris managed to turn profits during FY2013 despite the country’s sagging economic conditions that produced GDP growth of just over 1% in 2013.
Mexico’s dour economic conditions resulted in each carrier facing yield weakness during 4Q2013, which triggered a quarterly loss at Volaris. No improvements in pricing traction are expected until 2H2014 at the earliest, which means in the short term Aeromexico and Volaris will continue to trade yield for load factors while preparing for double-digit capacity growth during FY2014.
Given the expected slow recovery in Mexico’s domestic market, each carrier has opted to steer a larger portion of their planned capacity increases into international markets, where presumably the two airlines can price fares at levels to offset continued pricing weakness on domestic routes.