Pittsburgh International Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- United States
- 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 airport is a secondary hub for US Airways.
Location of Pittsburgh International Airport, United States
Ground Handlers servicing Pittsburgh International Airport
299 total articles
Allegheny County to utilise PIT gas drilling revenue towards reducing landing, terminal and ramp fee
18 total articles
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.
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.
Delta Air Lines officially launched its shuttle product between Los Angeles and San Francisco on 3-Sep-2013, initiating an interesting experiment in one of the most competitive markets in the US. It caps off recent expansion by both Delta and American from Los Angeles as both carriers work to refine their strategy in the highly fragmented market.
The replication of Delta’s US east coast shuttle service on the west coast intensifies growing competition among US major, hybrid and in some cases low-cost carriers to garner a higher share of premium higher-yielding passengers, evidenced by the recent spate of plans tabled by those airlines to offer new premium products in the key US transcontinental market from New York to Los Angeles and San Francisco.
It is tough to predict if Delta can successfully execute a shuttle product on the intra-California route as other carriers in the past have not achieved much luck from similar efforts. Delta also has a lower profile in the Los Angeles market than American or United, based on seat deployment, so wooing corporate travellers from those carriers could prove to be a formidable challenge.
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.
American Airlines is joining its US legacy rival Delta during 2013 in making a push from Los Angeles International Airport, a strategic but highly fragmented market where no one carrier holds a dominant, commanding position. Presently United has a marginal edge over its two rivals in terms of seat share, but it appears that American and Delta are aiming to close that gap by adding new service from Los Angeles throughout the year.
Unlike Delta, which is launching service to some already-crowded markets from Los Angeles, American appears to be undertaking a different strategy, introducing service in markets served by only one other carrier. In some instances the only other competitor is Allegiant Air, which is a low-frequency operator whose business model is not built on competing with other airlines based on schedules. In other markets Delta is American’s lone competitor, introducing an interesting set of competitive dynamics into the Los Angeles market.
Major shifts in the three major global airline alliances during the last few weeks have triggered a bevy questions regarding the future of those tie-ups. But just as Qantas attempts to forge a broad agreement with unaligned Emriates, British Airways has convinced reluctant members to allow Qatar to join oneworld and Air France has reversed its stance to embrace Etihad and airberlin, SkyTeam partners Delta and Air France are bolstering their presence in the US-France market.
It is not clear if Delta could benefit from the new Air France-Etihad tie-up that entails codesharing on flights to Abu Dhabi, but eventually Delta’s connecting customers in Paris could utlilise connections to the Middle East opened up by the new non-SkyTeam partnership.
Beginning in the northern hemisphere summer of 2013, Delta is introducing new flights from Newark Liberty International Airport to Paris Charles de Gaulle, and new seasonal flights from Boston to Paris. Delta also plans to add another daily flight from its Atlanta hub to Paris, which will increase to four the combined number of daily services offered by Delta and Air France on the pairing.