New Orleans Louis Armstrong International Airport
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- Schedule Analysis
- Cargo Analysis
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- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- New Orleans
- United States of America
- Domestic | International
- Other airports serving New Orleans
- New Orleans Lakefront Airport
- 2134m x 46m
3080m x 46m
- Airlines currently operating to this airport with scheduled services
- Air Canada
Corporate Flight Management
Delta Air Lines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
All Nippon Airways
China Southern Airlines
KLM Royal Dutch Airlines
Royal Air Maroc
South African Airways
Virgin Atlantic Airways
Louis Armstrong New Orleans International Airport is located in Jefferson Parish, Louisiana and is the main international gateway to New Orleans. Hosting domestic, regional and international passenger and cargo services for over 15 airlines, the airport is a regional hub for Southwest Airlines.
Location of New Orleans Louis Armstrong International Airport, United States of America
Ground Handlers and Cargo Handlers servicing New Orleans Louis Armstrong International Airport
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3 total articles
Shortly after Cleveland Hopkins International airport reported a slight uptick in passenger counts for FY2013 – the first such increase since 2007– the airport’s anchor carrier United Airlines tabled plans to downsize its Cleveland hub significantly.
The move is neither surprising nor unexpected given Cleveland’s proximity to United’s large hub at Chicago O’Hare. With all US major carriers moving to centralise their operations in hubs where they maximise connecting revenue, Cleveland’s fate has been sealed for quite some time. In order to gain US government approval for the 2010 merger of United and Continental, the carriers agreed to uphold a certain level of operations at Cleveland for about two years after the merger. So it appears United now has some leeway to overhaul and downsize Cleveland, a hub it claims has been unprofitable for more than a decade.
United’s moves in Cleveland reflect its stated philosophy of ensuring every market makes a positive contribution to the carrier’s entire system. Many markets on the chopping block from Cleveland simply could not drive the connecting revenue necessary to make the hub viable. The next chapter, yet to be written, is how the ever-present ULCCs and other low-cost airlines will respond to the opportunities opened up in this way.
Southwest’s move to defer deliveries of 30 Boeing 737-800s scheduled for 2013/14 to 2017/18 is a concerted effort to continue a disciplined approach to capacity management and a way to accelerate the company’s often-touted goal of achieving a 15% return on invested capital that it enjoyed in the 1990s. The move illustrates Southwest’s classic conservative approach in running its business as it believes an uneasy economic recovery and volatile fuel prices are creating uncertainty in how the airline business will evolve during the next couple of years.
The carrier first committed to the 737-800 in Dec-2010, opting to substitute 20 of the larger 175-seat aircraft for 137-seat 737-700s it had on order. Southwest expanded its Next Generation 737 order a year later and now has 73 737-800s on firm order with Boeing, plus an additional five leased from a third party scheduled for delivery later in 2012.
August and September revealed some surprising airport privatisation developments, notably in the US and Greece, suggesting a resurgence in activity, in the least expected of places.