Core Insights - The article discusses the recent international flight offerings from Datong Airport, a small airport in a third-tier city, highlighting the low ticket prices and questioning the sustainability of such a strategy [2][3][4] Group 1: Internationalization of Regional Airports - Datong and Yuncheng airports are set to become international airports in March and April 2024, respectively, which elevates their status compared to the majority of regional airports that only operate domestic flights [4] - The trend of expanding international flight routes to third and fourth-tier cities is noted, with cities like Xiangyang, Dali, and Yining also opening international routes, contributing to local economic development and national openness [3][4] Group 2: Economic Impact and Subsidy Mechanism - The local government provides subsidies to airlines, which leads to lower ticket prices for passengers, thereby increasing tourism and local economic activity, creating a cycle of benefits for the government and airlines [6][8] - Datong's international flight strategy is supported by a significant increase in tourism revenue, which reached 60 billion yuan in 2024, nearly doubling from 2023, indicating the effectiveness of the international route strategy [6] Group 3: Competitive Landscape - Datong Airport faces competition from nearby airports, including Hohhot, which is set to open a new large-scale airport, potentially impacting Datong's market share [7][8] - Despite being a third-tier city, Datong's airport is not the only player, as Yuncheng Airport has better operational metrics, indicating a competitive environment among regional airports [8] Group 4: Challenges and Future Outlook - The low-cost international flights from Datong are not yet sustainable, as evidenced by rising ticket prices and limited operational routes, with only the Seoul route currently maintaining regular service [3][9] - The reliance on a single travel agency to operate these flights raises concerns about the long-term viability of this model, as it may not attract consistent passenger traffic [9][10]

作为一个三线城市的支线机场，大同这座往年旅客吞吐量排名 全国95位之后的中小机场，为何会推出如此"大手笔"？是确 有市场需求，还是赔本赚吆喝？ 作者： 刘劲松 封图：图虫创意 导读 壹 || 大同机场和运城机场便是先后于2024年3月和4月升格为国际机场，加上"国际"二字后的 部分支线机场立刻显得"高大上"起来，毕竟其余80%左右的支线机场仍然只能飞国内航线。 贰 || 旅游城市与航空公司形成了这样的利益纽带：地方政府给航空公司补贴→乘客得到优惠 机票→增加去某地旅游的概率和次数→带活了当地的经济→政府有了更多的税源→再拿出一部 分给航空公司发放补贴。 叁 || 当航空运输与文旅产业深度融合，实现了互促共进，补贴的"国际化"也未尝不是一种发 展路径。 中小机场的国际化 这一现象不禁让人联想到同属山西省的另一匹"黑马"——运城机场。 纵观全国的民航市场，近两年呈现出一个显著变化是： 国际航线布局正逐步向三四线城市延伸。 与过去国际航线资源高度集中于大型枢纽机场的格局不同，如今襄阳、大理和伊宁等中等城市相继 开通了国际或地区航线，山西省的运城和大同也跻身这一行列。这一趋势既为地方经济发展注入了 新动能，也为国家推 ...