Miami International Airport
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Miami Opa-locka Executive Airport
- 3962m x 46m
3202m x 61m
2851m x 46m
2621m x 46m
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- Absa Cargo
Air Europa Lineas Aereas
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Avianca El Salvador
Boliviana de Aviacion
Cargolux Airlines International
Delta Air Lines
DHL Aero Expreso
KLM Royal Dutch Airlines
Polar Air Cargo
Sunsplash Aviation LLC
TUI Airlines Belgium
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Virgin Atlantic Airways
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- Aer Lingus
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Air New Zealand
Air Tahiti Nui
All Nippon Airways
China Eastern Airlines
China Southern Airlines
Miami International Airport is the main gateway to Miami, Florida. Hosting domestic, regional and international passenger and cargo services for over 35 airlines, Miami International Airport is a hub for airlines including American Airlines, FedEx Express, LAN Cargo and UPS Airlines. Miami International is a major transfer point from services between Latin America and the United States.
Location of Miami International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Miami International Airport
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Fuel & Oil Suppliers servicing Miami International Airport
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107 total articles
The three large US global network airlines – American, Delta and United – were reasonably positive about their outlooks in early Jan-2017 prior to the US government issuing travel restrictions for several countries. The long term effects of President Trump’s executive order remain unclear, but early indications show a curb of some corporate travel just as yields in that passenger segment were starting a slow recovery.
Those three airlines were optimistic that pricing in the US market, including business travel fares, had hit the bottom and was turning a corner. For now that is still the likely scenario, with the domestic market serving as one of the stronger entities for those three airlines prior to the travel ban. Latin America had also started a solid recovery, with American, Delta and United all posting positive passenger unit revenue results for that region during 4Q2016, and they expect Latin America’s momentum to continue into 1Q2017.
The trans-Atlantic and trans-Pacific remain the most challenging regions for American, Delta and United. Trans Atlantic flights are challenged by competitive capacity and currency fluctuations that show no signs of retrenching. But prospects for the trans Pacific look better in 2H2017 as service caps in the current China-US bilateral are met during that period.
Mexican Airlines are starting 2017 under a cloud of uncertainty driven by the country’s slower economic growth and the increasing rhetoric by president-elect Donald Trump against US companies planning to sustain or expand their operations in that country. The US auto manufacturer Ford recently back-pedalled on plans to construct a new plant in Mexico, and GM has also drawn ire from the president-elect over its Mexican operations.
The threat of dissolving trade pacts, and Mr Trump’s general anti-immigration stance, sent the MXP plummeting after the US Presidential election, and the latest round of threats of taxation on automobiles manufactured outside the United States has put additional pressure on Mexico’s currency, which has been weaker during the last year and that has created pressure for Mexican airlines. However, for now, Mexico’s air passengers continue to grow at a steady rate. The country’s domestic airlines charted approximately 12% growth in passengers from Jan-2016 to Nov-2016, and international passengers among those airlines for the same time period strengthened by 11%.
Predicting whether those levels of growth will continue in 2017 is a challenge, given the level of uncertainty the US election has created for Mexico, along with internal strife the country is dealing with – including growing inflation and discontent over rising fuel prices.
Mexico’s largest airline, Aeromexico, plans slightly higher capacity growth in 2016, mostly driven by added frequencies to its long haul markets in Asia and Europe. Its preliminary guidance shows an ASK increase in the low single digits versus 8% growth in 2016. Similarly to 2016, much of Aeromexico’s capacity should be deployed to international markets as the airline sheds three Boeing 777 widebodies and adds five 787-9s to its fleet.
Aeromexico and Delta continue to believe US regulators will approve their immunised cross-border joint venture by YE2016, and are planning to increase their combined daily flights between the two countries by 43% during the next two years. The joint venture is a major pillar of Aeromexico’s transborder strategy going forward as Delta prepares to exert more influence over Aeromexico’s strategy. Some of Aeromexico’s and Delta’s rivals are lobbying for the two airlines to relinquish more slots at Mexico City Juarez, which could become a factor in the government’s final decision.
In the near term Aeromexico’s outlook is relatively stable, despite continuing challenges from the depreciation of Mexico’s currency. The airline’s revenue generation for the 9M ending Sep-2016 was favourable, driven by increases in yields and load factors.
NOTE: This report was prepared before the DoT issued its decision in the Aeromexico-Delta joint venture
The US has been a key market for the Mexican low cost airline Volaris since the company launched transborder service in 2009, reflected in the more than 23 US markets the airline presently serves. For many years Volaris’ transborder push originated in other bases outside Mexico City, given slots constraints at Juarez International airport and previous caps on the number of airlines serving transborder routes from Mexico City.
But in 2017 Volaris is entering more contested markets, taking advantage of a new US-Mexico bilateral that lifts restrictions on the number of airlines operating on some routes between the two countries. It is upping competition with its Mexican rivals Aeromexico and Interjet on services from Mexico City, as well as with the large US global network airlines.
It is not clear if the routes will absorb the additional capacity added by Volaris, but the airline will be the only ULCC operating on those routes, betting it can stimulate traffic with its ultra-low cost model in the already crowded markets.
LATAM Airlines Group faces bigger challenges outside Brazil, as competitors in Peru and Chile attack
During the sharp economic downturn that has engulfed Brazil for more than a year the LATAM Airlines Group has benefitted from less challenging conditions in the domestic markets of its Spanish speaking countries – Argentina, Chile, Colombia, Ecuador and Peru. But during 2Q2016 weakening economies and currency pressure in some of those markets, along with growth by LATAM’s competitors, created challenges for the company in those countries, particularly the Peruvian and Chilean domestic markets.
Some of the competitive pressure in Peru’s domestic market should ease in 2H2016, which should benefit LATAM for the remainder of the year. The company is making a significant international push from its hub in Lima in 2016 and early 2017 with the introduction of eight new markets, six of which are regional routes within South America. LATAM’s expansion from Lima should allow the company to leverage North-South traffic flows for connections through what is its third largest hub measured by seat deployment. Despite bleak economic conditions in many Latin American countries, LATAM continues to leverage its diversified network to grow in markets where it faces few, if any, competitors.
The weakness in Brazil’s domestic and international markets remains status quo. However, conditions in the country’s domestic environment do not appear to be deteriorating as rapidly, which is a welcome sign for LATAM because Brazil still represented 28% of the company’s system capacity in 2Q2016.
Now that US regulators have made their decisions on service awards for Cuba, the airlines must now prepare to serve a country with unique challenges – ranging from airport infrastructure to hotel room availability. The significant hurdles have not quelled excitement over the re-establishment of scheduled airline services to Cuba, which will resume later in 2016.
Aside from the closely watched contest to win service to Havana, the US DoT also awarded service rights to nine other secondary Cuban cities and, not surprisingly, South Florida features prominently in those route assignments. Gauging accurate levels of demand in those markets could take some time to determine. With a 50-plus year absence of scheduled airline flights between the US and Cuba, there is no up-to-date data from which to measure demand patterns.
Although Cuba holds much promise, an ample level of guesswork will be necessary as airlines navigate dealing with the Cuban government in order to ensure a smooth service launch. Some level of passenger education is also necessary in order to create the right set of customer expectations for travel to Cuba.
(This is Part 2 in a series of reports examining route awards between the US and Cuba. Part 1 focused on awards rights from the US to Havana.)