San Antonio International Airport
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- IATA Code
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- San Antonio
- United States of America
- Domestic | International
- 2591m x 46m
2288m x 46m
1682m x 30m
- Airlines currently operating to this airport with scheduled services
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
All Nippon Airways
KLM Royal Dutch Airlines
Virgin Atlantic Airways
Location of San Antonio International Airport, United States of America
Ground Handlers and Cargo Handlers servicing San Antonio International Airport
150 total articles
11 total articles
Mexican low-cost airline VivaAerobus is making a US transborder push in 2H2014 after flirting with the market during the past few years with various routes that were ultimately culled.
Presently VivaAerobus operates a single transborder route, offering flights from its base in Monterrey to Houston Intercontinental. Its decision to re-launch some transborder flights and enter into new US markets is likely driven by its introduction of more fuel efficient Airbus A320s during 2014, and challenges faced by all Mexico’s domestic airlines in recovering pricing traction as a result of tenuous economic conditions in the country.
Armed with newer aircraft and a knowledge of transborder market dynamics, VivaAerobus has a reasonable chance of success on its new routes. But in some of the markets it faces familiar competitors that are also looking to improve their fortunes by exploiting opportunities for better margins from transborder service.
As Mexico’s aviation industry continues to evolve post-deregulation, the country’s largest carriers are working to entrench themselves in their respective business models. With Aeromexico clearly the country’s full-service carrier and VivaAerobus and Volaris adopting more ultra low-cost strategies, Interjet is assuming the role of Mexico’s hybrid carrier – touting both a more upscale product and lower costs.
Since its inception roughly eight years ago, Interjet has grown quickly, and is consistently ranked as Mexico’s second largest domestic carrier behind Grupo Aeromexico. Now it seems as if Interjet and Volaris trade off for those rights as each carrier has dedicated some of its expansion to international markets. Interjet now serves four Latin American markets and five destinations in North America.
Interjet seems poised to solidify its hybrid model in 2014 as headlines have emerged that it is looking to align with foreign carriers and aims to keep its less-dense fleet configuration as Volaris adds seats to its Airbus A320s to further lower cost. It also continues to add smaller 93-seat Sukhoi Superjet 100s to its fleet, which reflects Interjet’s strategy of offering its hybrid product in Mexico’s smaller markets.
Mexico’s Interjet begins 2014 with hints that it may finally undertake an on-again, off-again initial public offering as hopes are high that Mexico’s economy will improve after a lacklustre performance during 2013.
Near the end of 2013 Mexico’s publicly traded carriers Aeromexico and Volaris were battling weak yields, trading in pricing traction to maintain load factors as conditions in the Mexican domestic market were challenging. As Mexico’s second largest carrier in terms of seats on offer in the country’s domestic market, privately-held Interjet also likely experienced some yield pressure during 2013.
Interjet continues its growth in 2014 as it accepts more deliveries of the 93-seat Sukoi Superjet 100 narrowbody jets that should aid the carrier in penetrating smaller markets and perhaps right-sizing capacity during less busier times on trunk routes. At the same time the carrier is considering building Guadalajara into a hub, following the launch of new international flights from Guadalajara to San Antonio in Dec-2013.
Mexico’s publicly traded carriers Aeromexico and Volaris battled tough economic conditions in the country during 3Q2013 as FY2013 GDP growth estimates for Mexico continue to fall. To compensate both carriers are adopting strategies to preserve passenger volumes at the expense of yield, with Aeromexico in particular emphasising it aims to defend its position in the domestic market.
Even as yield pressure lingers into 4Q2013, both airlines are seeing positive booking trends for the last quarter of the year and into 2014. And each carrier appears to be focusing on international expansion in the short term to combat some of the weakness created by Mexico’s sluggish economy.
Typically low-key Alaska Air Group has opted to aggressively promote its plans to issue a healthy USD0.20 quarterly dividend that supports a pledge by the company to return roughly USD325 million to shareholders between 2013 and 2014. Alaska’s impressive financial performance has largely been undervalued by the financial community at large as some of the carrier’s growth targets may have spooked would-be investors that view capacity discipline as a key driver in the long-term viability of US carriers in the maturing North American market place.
At the same time it revealed its shareholder reward package, Alaska’s management also moved to allay concerns about its proposed 4% to 8% annual growth rate during the next few years, explaining moves it is making in Hawaii and the US transcontinental market to improve its unit revenue performance, which executives admit have lagged the industry average for the last two quarters.
Southwest Airlines plans to aggressively grow its return on invested capital (ROIC) by 8 ppts in 2013 to 15%, driven by USD1.1 billion in revenue gains derived from schedule adjustments, new ancillary fees and an improved revenue management system. The carrier must close a wide gap in order to meet its goal after recording a 7% ROIC for the 12M ending in Sep-2012, and admitting it fell short of an original 15% target for 2012. But Southwest management is confident that 2013 is the year it will attain its often-cited return goals as it seeks to contain unit cost growth and capture USD400 million in estimated synergies from its acquisition of AirTran.
Carrier executives are tempering some of the confidence they are exuding about meeting ROIC goals with a cautious declaration that there is no guarantee that 15% returns will be displayed in the airline’s year-end 2013 results.
Southwest CEO Gary Kelly told investors in late Dec-2012 “it is not a promise, but we’re sharing with you our plan”. Previously Southwest has struck a cautious tone for 2013 as its operating profit during 3Q2012 plummeted USD174 million to USD51 million.