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
- 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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442 total articles
PIT: from 11-May-2015 international travellers will not be re-screened to enter the Airside Terminal
33 total articles
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.
Los Angeles International Airport has emerged as a battle ground for American Airlines and Delta Air Lines during the last couple of years as the market, while hugely fragmented, retains a high level of importance within the networks of most US major airlines.
But the success of each airline’s recent expansion in Los Angeles is tough to predict. Both American and Delta unsurprisingly declare that their operations in Los Angeles are successful; but the longevity of that success is difficult to predict given the tough competitive dynamics in the market.
The investments each airline is making in Los Angeles obviously carry some risk. But the scenario for American is a bit different given it does not have a true west coast hub for long-haul traffic, and the operating constraints in Los Angeles threaten to constrain its optimal growth path.
Pittsburgh International Airport was one the first major hubs to face the reality of tough economic times as US Airways in the middle of the last decade opted to pull down a significant amount of service at its one time hub. Further cuts occurred after US Airways merged with America West that resulted in Pittsburgh essentially becoming a spoke for hubs of the US major airlines.
The result was Pittsburgh being left with a fairly new terminal designed for connecting passengers that exceeded demand for its new status as an origin and destination airport.
But like other airports, Pittsburgh has learned the art of reinvention, and has kept passenger throughput relatively stable during the last few years with new service from low cost airlines and some capacity additions by legacy airlines. Now the airport has embarked on a more unconventional strategy to slash debt and offer airlines a competitive cost base.
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.