Salt Lake City International Airport
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- Schedule Analysis
- Cargo Analysis
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- 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
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Fuel & Oil Suppliers servicing Salt Lake City International Airport
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255 total articles
19 total articles
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.
Alaska Air Group began 2014 facing an imbalance of supply at its headquarters and largest base Seattle. It was created by an unlikely but now familiar foe: its largest codeshare partner by revenue Delta Air Lines.
Throughout much of 2013 Delta blatantly touted its build-up in Seattle that includes numerous new flights into key domestic markets served by Alaska. Delta is building Seattle into a major US gateway on the west coast to Asia, and has decided it would rather feed passengers into those long-haul flights on its own metal rather than leverage its long-standing relationship with Alaska.
Alaska continues to field questions about the status of its partnership with Delta and how it intends to compete with a much larger enterprise in Seattle. Alaska believes it is well-equipped to withstand both the competition and the diminished relationship with Delta. One major part of its strategy is a capacity shift to ameliorate the oversupply in Seattle.
Southwest Airlines marks a watershed historical moment in Oct-2014 with the official repeal of the Wright Amendment that has restricted flights from its home at Dallas Love Field for nearly 36 years. The carrier kicked off what could be a year-long celebration in Oct-2013 when it installed a clock at its headquarters officially counting the days, minutes and hours until the restrictions expired.
In early Feb-2014 Southwest revealed 15 non-stop longer-haul routes it plans to inaugurate from Dallas Love Field in late 2014. The markets unsurprisingly comprise some of Southwest’s largest markets in terms of daily departures including Denver, Chicago Midway and Baltimore-Washington. Other markets listed on the roster are strategic business routes including New York LaGuardia and Washington National.
Free from the years-long artificial constraints of the Wright Amendment, Southwest believes it can ignite true competition in North Texas, weakening American’s stronghold on higher fares in the market. But the US airline industry is drastically different today from when Southwest successfully campaigned to demolish the amendment in 2006, and its repeal in 2014 may be more of a unifying force for Southwest employees than a major game changer in the current competitive landscape.