San Jose Juan Santamaria International Airport
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- IATA Code
- ICAO Code
- San Jose
- Costa Rica
- Other airports serving San Jose
- San Jose Tobias Bolanos International Airport
- Airlines currently operating to this airport with scheduled services
Delta Air Lines
DHL Aero Expreso
Panama Airways, Inc
- Airlines currently operating to this airport via codeshare
- Air France
KLM Royal Dutch Airlines
Juan Santamaría International Airport serves Costa Rica's capital and largest city, San Jose, and is the second busiest airport in Central America after Panama City Tocumen International Airport. Until the construction of Liberia Daniel Oduber Quirós Airport, it was the sole international gateway in the country. Avianca maintains a significant presence in San Jose, through the acquisiton and rebranding of TACA and regional affiliates such as San Jose-based Sansa Airlines. Copa Airlines also operates a number of regoinal routes to the airport, as well as all most major North American legacy and sun carriers. Expected to reach capacity by 2025, calls for expansion or the construction of a new airport in the nearby Orotina area have been advanced. The airport is operated by Aeris Holdings Costa Rica.
Location of San Jose Juan Santamaria International Airport, Costa Rica
Ground Handlers servicing San Jose Juan Santamaria International Airport
21 total articles
6 total articles
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.
Delta Air Lines continues to leverage the competitive strength it holds over its US legacy peers to flesh out its network and build pockets of strength as United and Continental remain in the throes of their merger integration and American and US Airways lay the groundwork to begin the complex process of combining their respective organisations.
During the last couple of years Delta has used the nimbleness it enjoys versus its legacy domestic competitors to broker equity investments in foreign carriers to build a robust network ahead of the completion of US consolidation. Those investments have moved in tandem with Delta’s bolstering its presence in New York through its slot swap deal with US Airways and its investment in facilities at JFK and LaGuardia airports.
During 2013 Delta is attempting to strengthen its position in the fragmented but strategic Los Angeles market through a 12% boost in daily seats year-over-year from Jul-2012 to Jul-2013.
Avianca-TACA will come full circle during 2H2013 as its various airlines unify under the Avianca brand more than three years after the Avianca-TACA merger kickstarted consolidation in Latin America and drove the decision by LAN and TAM to form what is now the region’s powerhouse LATAM Airlines Group. During 2013 the competition between the two largest airline groups in Latin American will only intensify in the markets where they already compete fiercely – Colombia, Ecuador and Peru.
With Avianca-TACA completing its merger more than two years ahead of LATAM, Avianca-TACA has the benefit of harvesting a combined network whereas LATAM is just beginning to ferret out the benefits of its newly combined network resources.
In addition to continued competitive pressure from LATAM during 2013 Avianca-TACA will also encounter some new competition on international flights from Ecuador and some pressure from startup VivaColombia in its largest market Colombia. At the same time Avianca-TACA continues to battle infrastructure constraints at its largest hub Bogota, which could result in further expansion at its Lima and San Salvador hubs.
TAP Portugal is likely to end up in the hands of Synergy Aerospace, the majority owner of Latin American airline group Avianca-TACA, following the surprise announcement on 18-Oct-2012 by the Portuguese government that it had retained only one bidder to proceed to the second stage of TAP’s sale process. Final negotiations still have to start and it is as yet unclear how much Synergy Aerospace will pay for the debt-laden Portuguese flag carrier, which is in need of capital to fund expansion and fleet renewal.
The selection of Synergy Aerospace as future owner of TAP would reinforce the Portuguese carrier’s leading position in the Europe-Brazil market. It also meets Synergy's long-held goal to expand into the Europe-Brazil and other long-haul markets. Synergy-owned Avianca Brazil is a significant and fast-expanding player in Brazil's domestic market but does not operate any widebody aircraft and has only one international route. Avianca Brazil could replace TAM as TAP's partner for connecting flights in Brazil.
Mexican low-cost carrier Interjet, which has seen its share of Mexico's domestic market grow to roughly 25% in its six short years of existence, sees ample opportunity for further expansion in both the domestic and transborder markets. Interjet began international services in late 2011 and is continuing its international push with the upcoming launch of service to New York, its sixth destination outside Mexico. As the first of its Sukhoi Superjet 100 aircraft enters service later this year Interjet is now preparing to stoke its continued growth by targeting new medium-density markets.
Even prior to Mexicana’s demise in Aug-2010 Interjet recorded rapid growth in the domestic market place as it offered a semi-frilled product while adopting a low-cost, low-fare business model. By the time Mexicana sought creditor protection and ceased operations in Aug-2010 Interjet’s domestic market share had increased to more than 15%.
A decision by Houston City Council to allow Southwest Airlines to press forward with the 2015 launch of international flights from Hobby Airport is a vote that the new service will blunt United’s threatened cuts from Houston George Bush Intercontinental Airport, which could result in a capacity reduction of up to 10% at the largest hub in United’s network. United will also axe plans to introduce long-haul flights, including to Auckland, but United is using Southwest's win as an excuse to make these overdue network changes.
The battle between Southwest, United and the City of Houston flared earlier this year as Southwest approached the Houston Airport System (HAS) to conduct a feasibility study examining the development of a new terminal at Hobby to accommodate short-haul international flights from the airport to Mexico, Central and South America.
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