Orlando Sanford International Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
- Sanford Airport Authority
1200 Red Cleveland Boulevard
Sanford, Florida 32773
- United States of America
- Domestic | International
- Airport Type
- Other airports serving Orlando
- Orlando Executive Airport
Orlando International Airport
- 1830m x 46m
- Airlines currently operating to this airport with scheduled services
- Allegiant Air
Orlando Sanford International Airport (SFB) is located within the boundaries of the City of Sanford, in the northwestern section of Seminole County, Florida, 18 miles northeast of Orlando. The Sanford Airport Authority is responsible for the operation, maintenance and development of the airport and its facilities. SFB benefits from a unique blend of local government and private investment that makes for a very customer focused airport. The Airport is operated through a public/private partnership between the Sanford Airport Authority and Airports Worldwide. Airports Worldwide has been contracted by the Sanford Airport Authority to manage both the international and domestic terminals, develop additional air service, and provide ground handling and cargo services. This public/private partnership has created service benefits for SFB airline customers and passengers.
Location of Orlando Sanford International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Orlando Sanford International Airport
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Fuel & Oil Suppliers servicing Orlando Sanford International Airport
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101 total articles
13 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.
One of the lowest cost airlines in North America – Allegiant Air – could see a double digit rise in unit cost growth in CY2014 stemming from training expense and an aircraft acquisition that the company believes will ultimately generate high returns, but is creating short term pressure since the jets are not producing available seat miles.
Allegiant anticipates the challenges it has encountered in pilot training as only temporary and should be resolved by mid-2015. The easing of training expense alongside operating more unit cost friendly A320s should create a more favourable unit cost scenario in CY2015.
The company is also staying the course on its network strategy – assigning less priority to launching international service to Mexico, refining its goals for Hawaii and touting opportunities in the US domestic market ushered in by consolidation among the country’s largest airlines.
The Memphis International and Cincinnati/Northern Kentucky International airports have learned the art of reinvention during the last year as the anchor airline at both facilities – Delta Air Lines – has continued to significantly reduce service to support growth in other regions throughout its network.
Both airports are targeting more O&D traffic as their roles as connecting points have diminished. Cincinnati is starting to show signs of promise as the new breed of ULCCs attempts to capitalise on opportunities at the airport in wake of legacy airline restructuring ushered in by consolidation.
ULCCs have not flocked as quickly to Memphis; but the airport has recorded some encouraging service increases as it works to rebuild itself now that it is no longer a hub for Delta.
The development of the new generation wide body aircraft such as Boeing's 787 and Airbus' A350 may soon lead to direct services from European hubs to a growing number of secondary cities in North America. The EU-US Open Skies agreement opened up the market to a large degree, but hub economics mean that most EU airlines still focus their large wide body operations on the major gateways. In practical terms, once they land at the main US hubs, access to airports beyond remains restricted.
It may be some time before European airlines can operate from and to secondary cities at both ends of the route, but operators of these more fuel efficient and smaller wide bodies can offer direct flights from their hubs in Europe to US cities that were once only 'beyonds'.
Criteria for choosing US cities are likely to include population, importance as a tourist destination, airport size and the presence of network carriers to add feed (possibly in preference to LCCs). New cities such as San Antonio, Nashville, Memphis, New Orleans and even Honolulu may be under consideration in the coming years.
Frontier Airlines continues to be one of the most prominent airlines exploiting opportunities created by consolidation in the US market place, underscored by its rapid expansion from two hubs that have endured dramatic service reductions during the past few years – Cleveland and Cincinnati.
The airline during the last year has rapidly expanded from Cleveland as United made the inevitable decision to downsize its smallest hub. By Nov-2014 Frontier will serve many of the top markets from Cleveland, and rise to become the airport’s second largest airline measured by ASMs.
Frontier is also making a push from Cincinnati alongside its fellow ultra low-cost airline Allegiant Air, which is evaluating establishing a base at the airport. Cincinnati is also fertile ground for the low-cost model following Delta’s draw down as a result of its merger with Northwest Airlines. As Frontier’s changes take effect, the two ultra low-cost airlines are upping their competitive overlap from the airport, creating interesting competitive dynamics within the ULCC space.
US proposed startup PEOPLExpress Airlines is close to completing its initial route roll-out with a first point to point market outside its base at Newport News Williamsburg International Airport. The debut of service would be from Orlando International to Charleston, West Virginia in Oct-2014.
Even as the airline is close to reaching a full two months in operation, the same questions over PEOPLExpress’ long term viability loom large – sustaining enough demand on thin O&D markets from Newport News to create a sustainable business.
Like other low-cost airlines, PEOPLExpress believes US consolidation has created a particular window of opportunity for airlines looking to target cost conscious travellers. But there is a huge gap between recognising an opportunity and successfully capitalising on favourable circumstances. PEOPLExpress has some ground still to cover before success can be guaranteed.