Pittsburgh International Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- United States of America
- Domestic | International
- Airport Type
- Other airports serving Pittsburgh
- Allegheny County Airport
- 3505m x 61m
3201m x 46m
2959m x 46m
2469m x 46m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
All Nippon Airways
KLM Royal Dutch Airlines
LOT Polish Airlines
South African Airways
Virgin Atlantic Airways
Pittsburgh International Airport is the international gateway to Pittsburgh. Hosting domestic, regional and limited international passenger and cargo services for over 20 airlines, the largest operators at the airport include US Airways and Southwest.
Location of Pittsburgh International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Pittsburgh International Airport
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474 total articles
36 total articles
Southwest Airlines has drawn much attention during 2015 for the disruption that its massive expansion from Dallas Love Field has created in the overall Dallas market. The capacity additions and overall lower fares have resulted in Dallas emerging as the largest US market, with deterioration of pricing traction being a major feature.
The reality is that Southwest is capping off a few years of changes, including the full integration of AirTran, a de-hubbing of Atlanta, and the launch of Southwest-branded international flights from a new terminal at Houston Hobby.
As Southwest’s domestic network continues to reach higher levels of penetration, questions are arising over the airline’s network strategy going forward. Recently it has hinted the timing could be favourable to shore up short haul markets, after focussing on longer haul flying for the last decade and a half. Some of its planned new routes for 2016 reflect Southwest’s willingness to test the waters on short haul flights.
Legal wrangling among the City of Dallas, Southwest Airlines and Delta Air Lines has intensified ahead of a 6-Jul-2015 expiration date on leases for gates that Delta uses at the airport. The amped up legal activity shows that there is no shortage of controversy in the consolidated, and mostly mature, US market.
In a complex web of leases and subleases, Delta is leasing gates Southwest is sub-letting from United. Southwest and United negotiated a lease agreement for two gates in early 2015, and Southwest has allowed Delta to use gate space until early Jul-2015. The two airlines are now trading legal barbs, with Delta refusing to vacate the space and Southwest accusing Delta of trespassing after the upcoming deadline.
The city of Dallas has sought clarification from a US District Court in how to proceed in the Southwest-Delta dispute while the US DoT is backing Delta. Both airlines, meanwhile, have sold tickets for travel beyond the Jul-2015 deadline, seemingly disregarding the operational nightmare it could create at the airport.
Uncertainty over Allegiant Air’s 2015 growth has become clearer now that the US FAA has ended a heightened surveillance period of the airline’s operations due to labour unrest among the company’s pilots. With the lifting of the heightened surveillance, Allegiant can start planned new service and add aircraft to its operating certificate.
FAA ended the extended surveillance period after Allegiant won an injunction against its pilots that prohibits flight crews from striking. Pilot discord has been simmering for a variety of reasons as it appears that little progress has been made in reaching a new collective bargaining agreement.
Obviously the injunction does little to alleviate pilot discontent. But it does give Allegiant an ability to press forward with its growth, which on an ASM basis is projected at 15% to 18% for 2015. But the threat of a strike is having a small, lingering effect on the airline's 2Q2015 unit revenues.
The US airline industry is still in the early stages of structural reform that is providing the foundation for a shift in business models guided by long-standing metrics for the majority of successful publicly traded companies – pretax margins, return on invested capital, balance sheet leverage and capital deployment.
Those measurements were absent in the airline business until recently as airlines constantly bounced between boom and bust cycles that left the US airlines heavily leveraged, largely unprofitable and at a huge product disadvantage compared with their international airline peers.
According to a panel discussion at CAPA's Americas Aviation Summit 2015 in Las Vegas, gseneral sentiment among the investment community is that while significant changes have occurred to transform the US airline business, the industry needs to survive the next recession in order to prove that the structural reforms that have occurred during the last few years are indeed a mainstay. That is a tough ask.
Southwest Airlines’ growth from Dallas Love Field is continuing unabated during 2015, reflected in estimates that it will serve 50 destinations from the airport with 180 daily departures in Aug-2015.
The growth will no doubt continue to pressure other airlines operating in the Dallas market at least throughout 2015. Both American and Spirit Airlines, which operate from Dallas/Fort Worth, have cited pricing actions in the Dallas market as a factor driving down unit revenue growth during 1Q2015. American operates from DFW to nearly every market that Southwest has introduced or is adding from Love Field, which will result in some promotional pricing pressure continuing throughout most of the year.
It is tough to say when things will return to normal in the Dallas market. American has indicated that the dynamics could normalise in 2016; but it could take a bit longer for the capacity introduced by Southwest to be absorbed.
US niche airline and travel company Allegiant capped off CY2014 by taking a USD43 million write down on its fleet of six Boeing 757s, which created additional noise in its results that were also affected by training expense that created cost headwinds throughout most of CY2014.
Despite those challenges, Allegiant recorded strong top-line revenue growth in 4Q2014 and CY2014 as unit costs were pressured by training expense during the year. But at the same time the company is keeping an eye toward shareholder returns by deciding to issue a recurring dividend for each quarter in CY2015, and still retains roughly USD86 million in share repurchase authority.
After facing continuing cost headwinds in 1Q2015, Allegiant’s cost pressure should ease throughout the remainder of the year as it seems to be focussed on domestic expansion for the foreseeable future.