Jacksonville International Airport
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- IATA Code
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- United States of America
- Domestic | International
- Other airports serving Jacksonville
- Jacksonville Naval Air Station
- 3048m x 46m
2347m x 46m
- Airlines currently operating to this airport with scheduled services
- Allegiant Air
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
All Nippon Airways
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Operating as both a military and civilian airport, Jacksonville International Airport is the gateway to Jacksonville, Duval County, Florida. Jacksonville International Airport hosts domestic and regional passenger and cargo services for over 10 airlines including Delta Connection and United Express.
Location of Jacksonville International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Jacksonville International Airport
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Fuel & Oil Suppliers servicing Jacksonville International Airport
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206 total articles
7 total articles
Allegiant Air is making some subtle network shifts as consolidation in the US airline industry has made operating from mid-size hubs more viable for the airline. During 2014 it has rapidly built up Cincinnati, as Delta has pulled down service at its smaller hub to maximise its network utility.
During 2015 Allegiant is introducing flights from other mid-size markets as it concludes those larger regions may not require as much deep discounting as some smaller markets within its network. The airline is also using its Airbus narrowbodies to increase its network breadth by placing those jets in markets unviable for its MD-80s, which still comprise the majority of its fleet.
Allegiant’s moves show that even as the US market may appear to have reached a steady state of maturity, market dynamics within that framework are changing, albeit at less dramatic levels.
JetBlue has spent most of 2014 defending its business model to shareholders and equity analysts that are growing increasingly impatient over rewards, and in some cases are pushing the airline to steer its strategy away from its historically customer friendly philosophy.
Wall Street is having trouble comprehending the customer “sweet spot” JetBlue is targeting – and which for that reason is a tough segment to quantify. As JetBlue transitions, it isn't generating the sort of returns the analysts are lusting for.
In other areas JetBlue seems to be making all the right moves – driving down costs, boosting ancillary revenue, and building up its network in areas where it holds strength and quickly builds profitability – Florida and the Caribbean.
All those elements appear to be a logical plan of action; but JetBlue still finds itself on the defensive, and may find itself stuck in that position for the short to medium term. CEO Dave Barger is meanwhile sticking to his guns. The new formula will take time to stick with passengers though; hopefully they will agree with his market perception of what they want.
Cancellation of an interline and frequent flyer tie-up between American Airlines and JetBlue is a direct result of the American and US Airways merger and the new combined airline’s improved positioning on the US east coast driven by the Philadelphia hub at legacy US Airways.
A product of the integration under way between US Airways and American, the new American’s hub in Philadelphia was simply too close to both Boston and JFK airports covered by the relationship between American and JetBlue.
While the termination of the agreement between American and JetBlue is a small development in the complex integration occurring between US Airways and American, it is another by product of the changing dynamics that consolidation is ushering into the aviation business landscape.
Delta Air Lines appears to be attempting to take a chunk of JetBlue’s successful build-up at Boston Logan for itself as a round of new route launches Delta has planned beginning in Mar-2014 are in markets largely dominated by JetBlue. While it is not as aggressive as some of Delta’s latest moves including a full-blown assault on long-time partner Alaska Airlines at its hub in Seattle, the minor push from Boston does reflect Delta’s no holds barred approach in ensuring it has ample presence in strategic US domestic markets.
JetBlue is by no means unfamiliar with competition from Delta as the Atlanta-hubbed carrier holds a significant seat share from JetBlue’s JFK hub, and in late 2012 and early 2013 added pressure to JetBlue in markets from both JFK and New York LaGuardia.
The move to bolster competition with JetBlue in Boston is interesting, and Delta could be adding service to feed Virgin Atlantic’s Heathrow flights as its joint venture with Delta begins. Delta’s additions will do little to change JetBlue’s dominance in Boston, but it does send a message that the carrier will remain aggressive in leveraging its network as United, at some point, will presumably will reap the synergies of its merger and American and US Airways officially start combining their operations.
Memphis International Airport is getting a small boost during 2H2013 when Southwest, through its AirTran subsidiary, adds service to Baltimore, Chicago Midway and Orlando in Aug-2013. The new service being introduced by AirTran could possibly help combat the airport’s declining traffic stemming from Delta’s ongoing pull-down of its Memphis hub. AirTran is not directly replacing service to the smaller markets Delta is pulling down in Memphis, but Southwest appears ready to make a larger commitment to the airport as it works to usher in its own branded flights from Memphis later in 2013.
At the same time, Southwest appears to be eliminating some marginal markets from its network as the busy travel season in the US winds down, including the first route cut from Greenville/Spartanburg, South Carolina, a market Southwest inaugurated in Mar-2011. One of the initial markets from Greenville – Orlando, Florida – is being cut during 2H2013. Southwest is also taking over service operated by AirTran in Grand Rapids, Michigan, and adding its own branded flights to some of its larger markets.
A steady downsizing by Delta at its Memphis hub is continuing into 1Q2013 as the carrier plans to slash roughly 96 weekly frequencies from its scheduled offerings from the airport. After pulling down Memphis significantly since its 2008 merger with Northwest, the airport has shrunk to Delta’s smallest domestic US hub, bypassing Cincinnati, which has also faced its share of service cuts during the same time period.
Memphis suffers from a geographical disadvantage in relation to Delta’s mega hub in Atlanta, and also has a fair number of markets operated with 50-seat regional jets, an aircraft Delta is busy ridding itself of in favour of larger-gauge aircraft. Those elements continue to work against Memphis, leaving the airport to search for new carriers to fill the service gaps Delta’s downsizing continues to create.
The new reductions to Delta’s operations beginning in Jan-2013 follow elimination of approximately 56 weekly frequencies by Delta in Memphis in Aug-2012. Between Aug-2012 and Nov-2012 Delta’s peak day departures in Memphis fell from 125 to 115 after averaging 147 in Jul-2012.