Salt Lake City International Airport
- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Salt Lake City
- United States of America
- Domestic | International
- 3659m x 46m
3658m x 46m
2925m x 46m
1491m x 46m
- Airlines currently operating to this airport with scheduled services
- Alaska Airlines
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air Tahiti Nui
All Nippon Airways
China Eastern Airlines
China Southern Airlines
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Salt Lake City International Airport is the major gateway to the state of Utah. Hosting domestic, regional and international services for over 10 airlines, the airport is a major hub for Delta Air Lines and Delta Connection/SkyWest Airlines.
Location of Salt Lake City International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Salt Lake City International Airport
This content is exclusively for CAPA Membership Subscribers
Fuel & Oil Suppliers servicing Salt Lake City International Airport
This content is exclusively for CAPA Membership Subscribers
275 total articles
21 total articles
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.
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.
San Diego International Airport capped off a solid 2014 with roughly 5.9% passenger growth, buoyed in part by long-haul flights to Tokyo and continued expansion by the facility’s largest airline, Southwest Airlines.
It is welcome growth for an airport attempting to attract new international offerings with a finite amount of space and operational constraints stemming from the location of the airport’s single runway.
After failed attempts in the middle of the last decade to relocate the airport to an area that would support potentially substantial economic growth for the community, San Diego finds itself working to maximise the offerings of its existing footprint through a two phase expansion to increase passenger throughput. The constraints place San Diego in an unenviable position as it competes to capture international service, but it is having some wins.
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.
Just as competition heats up at its largest base and headquarters in Seattle, Alaska Air Group in mid-Jun-2014 obtained investment grade status from ratings agency Fitch – a designation held by few global airlines and only one other US airline – Southwest Airlines.
Alaska’s rival - and partner - Delta, which is now often dubbed the darling of the industry for its strong financial performance, has been working consistently to achieve what it deems as “investment grade like” metrics.
Alaska’s ability to deliver a real investment grade performance reflects strong fundamentals including a favourable leverage ratio and consistently strong cash flow. But much of the company’s ability to achieve consistently solid results has gone largely unnoticed during the past few years, and now with Delta’s relentless pursuit of expansion in Seattle at the expense of Alaska, the financial foundation Alaska has built is now more important than ever.
Alaska Air Group’s strong financial performance in 1Q2014 was largely overshadowed by the competitive issue that has dogged the company throughout the last year – how Delta’s abandonment of Alaska and the mammoth carrier’s build-up in Seattle will ultimately affect Alaska.
Beyond acknowledging that the capacity Delta is introducing in Seattle is challenging, and laying out a detailed plan to combat some of the oversupply, there is little Alaska can do to shine a light on exactly how the new dynamics at its largest base and headquarters will ultimately affect its fortunes.
If the supply-demand scenario remains unbalanced on certain routes from Seattle over a long period of time, then something will have to change. At that point it will be interesting to see if Delta with all its scale and might pulls back, or if Alaska is forced to re-think how it utilises its most important hub.