Norfolk International Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- Corporate Address
- 2200 Norview Ave.
Norfolk, VA 23518-5807
- United States
- Other airports serving Norfolk
- Naval Air Station Chambers
- 2744m x 46m
1486m x 150m
- Airlines currently operating to this airport with scheduled services
- American Airlines
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Air Canada
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Norfolk International Airport is an international airport located in Norfolk, Virginia, US. The airport serves south-east Virginia and north-east North Carolina, and handles 3.5 million passenger p/a. All US majors are represented through various subsidiaries, and Southwest Airlines is also a dominant operator.
Location of Norfolk International Airport, United States
Ground Handlers and Cargo Handlers servicing Norfolk International Airport
61 total articles
6 total articles
More than two years after declaring plans to resurrect the PEOPLExpress name, executives are now planning a Jun-2014 launch from Newport News Williamsburg International Airport.
After the airline’s self-styled seasoned executives underestimated the effort and complexity of obtaining certification from the US Department of Transportation (DoT), PEOPLExpress is working with Las Vegas-based Vision Airlines to introduce service after flirting with the purchase of charter carrier XTRA Airways during 2013.
Without explicitly declaring itself an ultra low-cost carrier (ULCC), it seems PEOPLExpress is taking pages from Spirit’s playbook in offering cheap base fares and charging for other aspects of travel. It will be largely shielded from large network airlines on its initial crop of routes; but limiting its exposure to larger carriers does not alone guarantee the airline’s chances of success.
The new American Airlines is adding another layer of competition in New York with its legacy rivals Delta and United when it launches service from LaGuardia to 10 small markets in Apr-2014 in conjunction with the axing of three larger markets from the airport.
American’s shift is the result of a requirement by the US Department of Justice (DoJ) that American and US Airways, who recently solidified their merger, divest 17 slot pairs at LaGuardia. The relinquishing of slots, which includes 52 pairs at Washington National, was part of a settlement reached after DOJ sued in 2013 to block the merger.
Technically the cities American is adding from LaGuardia are not new. US Airways served many of the 10 markets prior to executing a slot swap with Delta Air Lines in which Delta obtained 132 slot pairs at LaGuardia from US Airways. After ceding the slots US Airways focussed during 2012 on building up Washington National, utilising 42 slot pairs it acquired from Delta at the airport. Now, somewhat ironically, US Airways and Delta will find themselves competing anew on some markets from LaGuardia.
Southwest Airlines plans to create additional pressure on Alaska Air Group during 2014 as Delta continues its raid on Alaska’s Seattle hub. Just as Delta invades some of Alaska’s top markets from Seattle, Southwest is upping competition with Alaska from San Diego – an airport from which Alaska has been steadily expanding during the past couple of years to support its network diversification strategy. Southwest apparently believes an opportunity exists to leverage its leading position at the airport to add both transcontinental flights and service along the US west coast during 2014. It intends to add three new markets – Orlando, Portland and Seattle – and re-launch service to New Orleans after discontinuing flights in 2005.
At the same time the carrier has also outlined plans for the additional LaGuardia slots it secured as a result of the American-US Airways merger. It plans to bolster service from the closest airport to Manhattan to its strongholds of Chicago Midway and Houston Hobby as well as Nashville and Akron-Canton.
The small market casualties resulting from Southwest’s acquisition of and merger with AirTran Airways are also continuing as service from Branson, Missouri, Jackson, Mississippi and Key West, Florida is being eliminated. Other cuts include flights from Atlanta to Dayton, Norfolk and Louisville. It seems capacity in those markets is shifting to other points from Atlanta where Southwest can possibly target more local traffic.
The somewhat-hyped acquisition by start-up PEOPLExpress of charter carrier XTRA Airways may accelerate the carrier’s long overdue market entry, but it will do little to improve PEOPLExpress’ odds of survival in a US market place that now revolves around three distinct business models – ultra low-cost, hybrid and full-service network carriers.
PEOPLExpress’ declaration that it would retain the XTRA brand and its charter services only clouds its already murky business plan, which should give rational, would-be investors pause as the carrier has done little to crystallise its vision other than buying a smaller carrier in order to obtain an operating certificate after overestimating the time and effort entailed in gaining approval from the US FAA.
Southwest Airlines aims to realise its goal of dismantling AirTran’s hub in Atlanta in Nov-2013 as a means to bolster local passengers at the airport in the hopes of improving Atlanta’s performance. The declaration that Atlanta will officially become a point-to-point operation completes efforts by Southwest to eliminate unprofitable flow-through routes and concentrate on areas where it, along with AirTran, has relative strength.
After completing its acquisition of AirTran in May-2011, Southwest set its sights on network optimisation between the two carriers. The exercise essentially resulted in many small markets being eliminated from AirTran’s network and Southwest’s determination that Atlanta would perform more effectively in the combined network through the adoption of Southwest’s point-to-point route management strategy.
Ambitious plans by upstart People Express for a late summer launch appear to be fading as the airline is still awaiting requisite US government approvals to inaugurate flights from Newport News-Williamsburg International Airport. The delay comes despite the carrier's management having extensive airline experience, which should lead to understanding the intricacies and complexities of gaining certification in order to start business. People Express’s vice-chairman William Stockbridge was involved in the launch of the original carrier and served as CEO of defunct trans-Atlantic business carrier Maxjet. The missed launch date means People Express will likely debut after the high season for travel in the US, creating an immediate challenge as its operations get underway during a period of weaker demand with a business model that has a long path to tread in order to gain credibility and achieve profitability.
The latest version of People Express made its official marketing splash in Feb-2012 after starting its pre-launch business period with USD5 million in capital, which the airline felt was adequate to cover expenses associated with that phase of its business. At the time it unveiled its plans, the carrier stated its goal was to inaugurate flights during the late summer of 2012.
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