ANU Antigua

How deep the ANU board really is

The table above says where a courier can fly from ANU. This reads the same 23 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 13of the 23 destinations are flown by one airline
• 16destinations run less than once a day
• 0destinations have four or more departures a day
• 39.1%of the destinations name TAC, the largest presence here

Who holds the departures at ANU

17 airlines appear on the ANU board and they do not hold it evenly. TAC is on 9 of the 23 destinations, 39.1 per cent of them, and on 5 of those it is the only airline flying the sector. The destinations it appears on carry 4.7 of the 18.8 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is Winair on 4 destinations. 10 of the 17 airlines at ANU appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

That is a middling concentration at ANU: one airline on 39.1 per cent of the destinations and the other 60.9 per cent spread across 16 airlines. A cancellation inside the TAC network is often survivable inside the same booking, but on the 14 destinations TAC does not touch, a rebooking means moving to a carrier the desk has to check for a through fare first.

How much of the ANU board is daily

Of the 23 destinations, 7 are flown at least once a day and 16 are not, 8 of them running once a week or less. The median destination on the ANU board is flown 4 times a week.

An average of 0.14 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: ANU to The Valley (AXA) is about one a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 10.2 of the 18.8 departures a day, 53.9 per cent of the whole board. More than half of everything that leaves ANU is aimed at those five places, so the depth on the board above is thinner than the destination count suggests, and a hand carry that is not going to one of them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Argyle SVD	Saint Vincent and the Grenadines	TAC	1	448	plan this
Atlanta ATL	the United States	Delta Air Lines	1	2,909	plan this
Charlotte CLT	the United States	American Airlines	1	2,763	plan this
Gustavia SBH	Saint Barthelemy	Tradewind Aviation	1	140	plan this
Newark EWR	the United States	United Airlines	1	2,876	plan this
Pointe-à-Pitre Le Raizet PTP	Guadeloupe	TAC	1	101	plan this
Punta Cana PUJ	the Dominican Republic	TAC	1	713	plan this
The Valley AXA	Anguilla	FlexFlight	1	179	plan this
Castries SLU	Saint Lucia	TAC	2	357	plan this
Georgetown GEO	Guyana	TAC	5	1,244	plan this

The ten destinations out of ANU where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable. 1 further destinations sit in the same position and are listed in the board above.

The way back from ANU

The desk holds the return direction for 13 of the 23 destinations, and a courier plans the way back on those figures rather than on the outbound. On none of those 13 does the return run more than a quarter thinner than the outbound, so a turnaround through ANU is a question of hours rather than of whether an aircraft exists.

It runs the other way as well: Miami (MIA) files 1.7 a day back into ANU against 1.1 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at ANU

ANU keeps America/Antigua time, eight hours behind Dubai all year.

When it is 09:00 on a Dubai working morning it is 01:00 at ANU, so a nine to six day at each end overlaps for an hour. That is a narrow window for a signature, a customs query or an authority to release, and it is the reason a consignment for ANU is briefed the day before rather than on the morning it flies.

The night at ANU

1 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into London (LGW) the door shuts at 23:30 local, so the last departure from ANU that lands inside it leaves around 10:06, on a modelled block of 8h 24m. Those one departure times out of ANU are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where ANU turns up on the rest of this site

The airport also sits behind the Antigua and Barbuda country desk, which sets out the customs practice, the working week and the road legs behind this airport.

To price a movement rather than read the board, the route calculator opens with ANU already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 23 destinations above.