The history of the Austrian Airlines at JFK
1st Austrian Airlines' Origins
Austrian Airlines genesis can be traced back to 20 March 1918, by which time time the Austrian Post Office inaugurated daily scheduled mail service from Vienna to Kiev with stops in Krakow, Lvov, and Proskurov, a distance, the average length of the stage was 250 km. If the space had allowed, and passengers had been carried out. The very successful, timely Service was extended later by Proskurov to Odessa and from Vienna to Budapest. But a flight ban was implemented at the end of the First World War resulted in his dismissal.
When the ban finally lifted, Austria then back on the market of civil aviation through the establishment of the Austrian aviation AG (ÖLAG) 12 May 1923 with an initial investment of one million Crown Junkers, a German aircraft manufacturer (49 percent) and various Austrian shareholders (51 percent) financed. Starting from Munich to Vienna some planned two days later she had a Junkers F.13, a single engine, low wing, a closed cockpit and passenger cabin featured had, and rested on a tail wheel. ÖLAG operated ultimately used several versions of this robust, but (then) modern design and the increasing demand was soon more Aircraft, of which delivered the first higher capacity, tri-engined Junkers G.24 was necessary in 1927 and the second of which was the more advanced G.31 was delivered the following year. Perhaps the ultimate design was the Junkers Ju.52/3m, a tri-engine, was 18-passenger aircraft with a total weight of 24,000 kg and a Cruising speed of over 150 km / h, which had joined the fleet in 1936. Most of the major east-west-European airlines had also operated the way to this time.
The following year, had ÖLAG-route system radiated to Athens, Belgrade, Berlin, London, Paris, Prague, Rome and Zurich, in addition to several Austrian involving domestic destinations, with most of the daily duties. It eventually became the fourth largest European airline by Lufthansa, KLM and Air France, with 975 840 weekly passenger-kilometers. ÖLAG had the same time, with the growth of the completion of five Austrian airports – namely been, Graz, Innsbruck, Klagenfurt, Salzburg and Vienna.
When Austria was incorporated into the Third Reich in 1938 ÖLAG had taken over into German Luft Hansa (DLH). Nevertheless, it had 120 000 passengers flew 7.5 million kilometers without death during his reign.
2nd Initial growth
When The Second World War was over, Austria, now independent, was the peace treaty signed by all four occupying powers in 1955, and had once again tried to enter the field of civil aviation through the formation of a flag carrier. Two such national carriers actually proposed: Air Austria, represented by the Austrian People's Party formed and activated by KLM and later Fred Olsen, a Norwegian charter company, and Austrian Airways, formed by the SPO and financial support from SAS. Neither ever flew, and the two were finally on 30 September together to form an integrated company in 1957 with an initial OFF 60 million investment, Phoenix-like, over his pre-war name Oesterreichische aviation AG, but its English equivalent of "Austrian Airlines" had now been used. The airline was born.
Owner had encompassed Austrian private investors at 42 percent, public enterprises, at 28 percent, SAS, at 15 percent and Fred Olsen, at 15 percent. Austrian inaugurated service on 31 Planned in March 1958 after a 20-year suspension with four leased Vickers Viscount V.779, a medium-capacity, four-engine turboprop designed in Britain and first used on the Vienna-Zurich-London. Austrian finally returned to heaven.
Fast growth ahead, and in 1960 she took delivery of the first of four larger capacity stretched, Vickers V.837 Viscounts which they service in the 23rd May was inaugurated, and the following year received the Vickers Viscount V.845 for some low-capacity routes. Both British turboprops provided reliable, affordable service, V.837 not retired until 1971. Douglas DC-3, the best-selling aircraft of all time was civil, even in this time been purchased and had activated Austrian domestic services to 1 May 1963, opened a route to be operated later by Austrian Air Services. The aircraft was replaced by the more advanced, higher capacity, with turbo-prop drive Hawker Siddeley HS.748-2 in 1966, another British design.
Austrian Airlines in the jet age on 20 February 1963, when it opened the first of five Sud-Aviation Caravelle VIR SE.210 twin-jets in service, and set the stage for their final of the operational strategy in the short to medium range, low to medium capacity, T-tailed twin-jet on a predominantly European (and later in North Africa and the Middle East) route structure. Designed in France, the Caravelle was calm, crossed over the weather, and reduced flight times between Europe's capitals, and had, in fact, the first draft was too thrifty to enable short-range, all-jet service.
3rd Trans Atlantic Experiment
Contrary to most European airlines, transatlantic service operated by the United Stares and Canada had with Quad-engines DC-4s since the Second World War, Austrian Airlines kept its medium-range route system by 1 April 1969. It was at this time that he stretched his wings over the Atlantic had been with a large capacity, registered Boeing 707-320 Intercontinental, OE-LBA and charter flights from Sabena Belgian World Airways, based on the Vienna-New York route stationed with a stopover in Brussels were. This so-called "transatlantic experiment" Despite the delay in launching the Austrian, had ultimately both premature and proven financially unsound for two main reasons:
1st The domestic market still always been too small.
2nd Vienna-Schwechat was underdeveloped as a hub, only a few connecting flights to which this trans-Atlantic passenger service could be transferred.
Resultantly, After a two-year study, 707 had Sabena 31 March 1971 back, so that Austrian focus again on its first continental railway network, have been appointed for the nine short to medium range, low-capacity McDonnell-Douglas DC-9-30s.
Similar to the overall design of the Caravelle, but Manufactured in the USA offered the T-tailed Jetliner a slightly higher passenger capacity, greater payload capacity, a higher Gross weight, more powerful engines and an improved economy, and with him Austrian in a new era that would span nearly two decades. It was during this design as "the start of something big, classic and still described modern." The first DC-9 to 30 had 19 Been delivered in June, 1971 and the way was soon found be the backbone of their fleet.
In 1974, Austrian leased a McDonnell-Douglas DC-8-63F, registered as OE-IBO, of Overseas National Airways (ONA) for freight services Hong Kong, but these were later discontinued. Other than the 707-320, was the DC-8-63F his only other big capacity, long-range, quad-jet engines.
As versatile and popular was the DC-9 design to be proven that the Austrian ordered later extended five, with higher capacity DC-9-50s. The first of these had 14 September has been delivered, 1975.
The fact that these twin-engine aircraft and the discontinuation of its transatlantic service were right strategies for the Austrian The national airline has had a positive, contrary to his growth. On 26 June 1974, had been opened as a new maintenance base at the airport Schwechat-Vienna. Its value was also continue to swell: in 1967 its share capital was increased by 140 million of Australia 290 million euros. In 1969 it had further increased to 390 million euros. And it was in 1962 reached the billion mark. During each of the three years 1972-1974, it had a profit. The route network was also expanded in 1976, had Austria stretched its wings to Cairo in the Middle East and Helsinki to Stockholm and Scandinavia.
The demand was soon overtaken capacity, a first order for eight McDonnell-Douglas DC-9-80's forced to replace its existing DC-9-50. Also called DC-9 Super 80, the aircraft had an updated version of the previous series -50 variant for medium ranges have been used and had a stretched fuselage for additional higher capacity and refanned, higher thrust, and more fuel-efficient Pratt and Whitney JT8D-209 engines. Austrian, the distinction of being the launch customer for the design with shared Swissair, opened the first elongated DC-9 to 81 at the service in 26th October 1980 on the Vienna-Zurich with aircraft OE-LDR "Vienna." The twin-engine jet was later renamed MD-81 and quickly became the short-to medium-range workhorse of its fleet.
New additions to its growing route network included Larnaca in 1979, Jeddah, in the year 1979; and Tripoli in 1981.
Another milestone was the 1980 founding of the Austrian Air Services (AAS), finally a wholly owned subsidiary would be was to use Austrian domestic routes with two 19-passenger, twin-turboprop Fairchild Swearingen Metro II S-planes. The first such service was at 1 April surgery been.
Austrians plied smooth sky. In fact, by 1980 total assets had indicated AUS 71.5 million net profit, its tenth year in a row.
The MD-81, proves to be optimal intemittently on its route system as the twin-jet SE.210-VIR, the suitable DC-9 to 30, and the DC-9 had been to 50, was by its shorter Hull-derivative, the MD-87, followed by the Austrian ordered on 19 December 1984 was for lower capacity route sectors and the Austrian Air Service Fleet also with the addition of two 50-passenger Fokker F.50 twin turboprops, which were ordered updated on 25 September the following year.
4th TransAtlantic Return
The operation of a modern, economical fleet and route network over an extended implementation of almost 1.5 million passengers in 1986 restored Austrian intercontinental Service now both considered to New York to the West and converted to Tokyo in the east, and towards this end, its previous order two medium-range Airbus A-310-200S Industrial on the long-range A-310-300 version on 25th June 1986. Austrian had signed the original memorandum understanding of the A-310-200 so far back as 18th April 1979 a date on a full decade before the service would prove the earth was actually rising. Three factors can be cited why the time may have been ripe for a revival of this service are:
1st set in the 15-year interval since the last intercontinental service has been the domestic market significantly increased, was a fact of the ruling increases in U.S. Vienna nonstop service from Pan Am, Royal Jordanian and Tarom of New York provided and demonstrated by American from Chicago.
2nd Its route structure in general also offered excellent connections to West Europe, North Africa and Middle East destinations.
3rd The A-310 was so long enabled, thin routes served as Lyon-New York with Air France, Lufthansa Frankfurt-Newark, Istanbul, New York, THY, and New York and Stockholm, as with Pan Am.
The decision to intercontinental service, scheduled for spring 1989, officially returned two years ago, on 25 June 1987, and would be of two Pratt & Whitney-powered would be operated provided A-310-300, the Vienna-New York and Vienna-Moscow-Tokyo route, the latter in cooperation with Aeroflot and ANA All Nippon Airways serve. These services have predicted the connecting passenger clung to profitability. On the New York route, for example, a 66-percent had a break-even load in the first year of the Operation was necessary, especially the U.S. origin, Austria-origin and migrating together. Both routes were on the lucrative, high-yield, frequent business traveler, not it had left to take advantage of less restricted fares. Austrian Airlines would be a first class cabin on its A-310-300 for the first time in its history to offer.
The first aircraft registered OE-LAA "New York", had on 22 December 1988 have been delivered, and the second, OE-LAB "Tokyo" had to follow in January. The aircraft, the airline had constituted the first large aircraft, twin-aisle type.
Austrian had the Transatlantic U.S. market on Easter Sunday March 26, 1989, returned as two smoke-trains had the landing of the red-white-red livery, twin-engine wide-body aircraft for 12 First Class, 37 Business Class configured signals, and 123 economy class passengers at JFK in the middle of warm spring weather. After a short turn-around, the aircraft, operating as Flight 502 and OS controlled of captain and first officer Braeuer Kutzenberger, tug of war had maneuvered away from the gate in 1900 with 121 passengers would be served by nine flight attendants, and went Deep Purple in the dusk at a takeoff weight of 153,603 pounds, of which 40 300 were for the fuel quantity required to cross the Atlantic. The flight had 18 Years in the making.
Airport, reservations, sales, marketing and staff were subsequently collected in the Icelandair Saga Business Class passengers lounge by their used for a drink and a group photo.
The Tokyo route had been opened in the summer and the A-310 to the Austrian Intercontinental Widebody, had served for more than a decade to more than one operating U.S., African and Far Eastern destinations, with four aircraft in a final two-class seating configuration registered as follows:
1st OE-LAA
2nd OE-LAB
3rd OE-LAK
4th OE-LAD
had until the summer of 1989, Austrian Airlines covered 54 cities in 36 countries in the United States, Western Europe, Eastern Europe, North Africa, the Middle East, and several times in Japan with a total route length of 100 358 Km. These services were covered by 26 aircraft from the Fokker F.50, the McDonnell-Douglas MD-81/82/83/87 and operated the Airbus A-310 to 300, with an average age at the time since four years and was described as follows:
1st Airbus A 310-300: A long-term, medium-capacity widebody, twin-aisle, twin-engine jet Airliner – Austrian Airlines' intercontinental jet. Austrian Airlines had called it an "intercontinental European."
2nd McDonnell-Douglas MD-81: A medium-range, medium capacity narrow-body, single-aisle, twin-engine jet airliner – Austrian Airlines, European, North African and Middle Eastern workhorse. Austrian Airlines had it as a "universal described haul passenger aircraft and the backbone of their fleet."
3rd McDonnell-Douglas MD-82: The Carrier had ordered the variant "for special duty, scheduled and charter transportation services."
4th McDonnell-Douglas MD-87: The short-fuselaged, lower capacity version was "tailored to their needs in capacity and range."
5th Fokker F.50: A short-and regional Range, low-capacity narrow-body, single-aisle, twin-engine turboprop airliner by the Austrian Airlines Austrian Air Services subsidiary operated select domestic and long, thin international routes. Austrian Airlines had it for a propjet specialist in the city-hopping. "
In addition to Austrian Air Services Austrian Airlines, 80 percent owned by the Austrian Air Transport (AAT), the world operated charter flights and package holidays (IT) flights performed with Austrian Airlines and the two Austrian Air Services aircraft, with 506 000 passengers in 1988. It is also closer co-operation with Tyrolean Airways, the services of Innsbruck with 37-person operation de Havilland of Canada DHC-8-100s and 50-passenger DHC-7-100s.
5th JFK Station Evolution
Initial training, place at the Austrian Airlines North American headquarters in Whitestone, New York and taught by Peter "Luigi" Huebner, 6 February has started in 1989, or about six weeks before the first flight, and had the "Passenger Handling I" and "Adios, including check-in" classes.
Austrian Airlines' first JFK able the east wing of the no-longer-existing international arrival hall, had together with Icelandair facilities, including five Austro-specific check-in counters and the shared Icelandair Saga lounge, the former equipped with computers, automated boarding pass printers and laser printers scannable luggage tags. The ground staff, completely recruited and trained by Austrian and equipped in his uniform, had the full range of functions: Passenger Service, Ticket Sales, Lost-and-Found, Load Control, Management, monitoring and management carried out.
However, the success of the operation on the devices that had been waiting, and it was the decision by Airbus Industry was, scale-down its full-size A-300 that had arisen in the A-310 to 300 and leave the trans-Atlantic operations again made possible. its long-range, twin-engine wide-body aircraft design, the simultaneous technology, had the same range and twin-aisle passenger comfort to the services than comparable engines Quad 747 or the Tri-powered DC-10 or L-1011, but was both allow a quiet, fuel-efficient aircraft with a small enough capacity profitable year-round operation. The larger 747, DC-10, L-1011 or would have, because the size of the market, was forced at a loss for most of the year, except during operate to stay the summer season. Each of the other then long-range aircraft, including Boeing 707 and McDonnell-Douglas DC-8 had older generation, fuel-thirsty, Noise-emissive featured, four-engine technology of the early-1960s design, which would have been enforced because of the new Stage 2 noise requirements of the U.S. operation have prohibited, unless they have hush kitted or retrofitted engine. It was because of the high since the A-310, that Austrian Airlines and other smaller European Airlines as it was in a position to be profitable, the long, thin, Vienna-New York route sector.
The original schedule in 1989, six weekly Frequencies in summer and five in winter, at which time two A 310-300 had both transatlantic run to New York and the Far East, via Moscow to Tokyo. Alternatively, flew long range sectors to Tel Aviv, Istanbul and Tehran. During the first six months of JFK operations, had never been an airplane experienced an excessive Delayed because of aircraft scheduling and punctuality was exemplary.
In-flight Service had a large share of expenditure represented an airline. It started as a result of many airlines had to reduce them to lower costs. Austrian Airlines, but remained up in a world of unique snacks reduces paper cup and by providing printed menus, amenity kits, china service, free alcoholic drinks and free headphones in the coach cabin on the Vienna-New York and New York-Vienna, a concept that places its products at the top of the list of quality had.
Because of the size of the A-310, but lower deck cargo was limited, with the forward normally hold baggage receiving unit load devices (ULD) and the rear cargo hold of the recording itself, often on two pallets and a been restricted only unit LFS.
There was always a certain "prestige" was to fly to New York. Although the annual number of passengers had in the United States through JFK started to decline as an increasing number of alternative U.S. gateway were available, it was still the main point of contact been. New York had it remained the logical destination for a small carrier, had only a single U.S. city served. Because JFK had in 1990 with a volume of traffic (Then) is not sufficiently large, old International Arrivals Building 1950 installation, operation handled often suffered deterioration in service, especially during peak arrival times, it has had very tense and includes delays in the taxi and later immigration, baggage claim and customs formalities. The saturated air traffic conditions from Boston to Washington, to fly through the air, had made the approach later dense pattern of JFK, La Guardia, and Newark International Airports, and the final difficulty of obtaining a landing slot equally affected operations. Passengers often had the necessary time to process after the arrival actually completely underestimated leaving the aircraft. There was, however, since this environment that Austrian Airlines was elected if he had elected to the New York to share experiences. "
Despite these negative aspects of the operation, it was sometimes put in a bad light, it was, in fact, was JFK's operations, and no Austrians, who had observed, as all airlines in JFK had fallen victim to these ills, and because of them, an extensive renovation and remodeling project with the name "JFK 2000" launched at this time, which would ultimately lead to the construction or renovation of almost any device, new Parking garages and an inter-airport light rail.
Although New York-Vienna load factors were initially low, they had steadily until the vast majority of flights was increased was full. Large tour groups had constituted an increasing share of the passenger mix, along with the expected combination passenger who is able to take advantage take the extension had to Vienna hub. It was the ultimate proof of an institution was, as one passenger had chosen to fly with him and you connect to the Intermediates to fly nonstop hub in contrast with a national carrier.
As a "second try" over the Atlantic, Austrian Airlines intercontinental A-310 service to New York was ultimately successful.
With the acquisition of its third A-310 to 300, registered OE-LAC Austrian Airlines had tried a second U.S. gateway in the spring of 1991 was intended and desired to establish a presence on the West Coast, specifically in Los Angeles, but the A 310-300 in the 11-hour flight duration was this Reality. Chicago was excluded as an alternative, but the American's own non-stop Boeing 767-200ER service from Chicago O'Hare in Vienna, where the second-largest hub established had was shown to give competitive and Washington-Dulles was chosen instead.
For the Continental European network, a higher Total McDonnell-Douglas MD-83 was scheduled for 1991 delivery and some of the old MD-81s had been planned for conversion to the standard, thus allowing increased Reach and / or payload capacity. Two other Fokker F.50s also had to order or the possibility of increased domestic demand and a long, thin international Service has been relieved.
During the five-year period from 1989 1994 had Austrian Airlines at JFK will be operated independently, offering only four weekly departures in winter and not less than seven during the summer months.
6th Delta Air Lines codeshare
Changing market conditions was necessary to change strategies at JFK. Seeking to align himself with a U.S. domestic carrier to vital "for feed" to their trans-Atlantic Flights had not been able to achieve on its own, Austrian Airlines had a marketing agreement with Delta Air Lines closed in 1994, in which their two-letter space "OS" code on Delta-operated flights, while Delta mutually their place two letter "DL" would code on Austria's services. Two Delta Flight Attendants, in their own uniforms, had originally served in the huts of the Austrian A-310S and from Vienna.
Although the concept was slow financial advantage to benefit from the plane had finally achieved high utilization, the implementation of both Austrian and Delta passengers from about two dozen U.S. cities through New York to Vienna, often with over-travel.
To reduce the cost of ground handling and achieve synergistic, inter-carrier services, Austrian Airlines had shifted their operations Delta Terminal 1A (later renamed Terminal 2) on 1 July 1994, only nine maintained its original 21 employees. Delta Air Lines, the newly designated carrier ground handling carried out, had arrivals, lost-and-Found, passenger check-in, boarding gate, ramp and luggage storage functions, while the Austria had continued in the ticketing acting load control, management, monitoring and management capacities.
Also in 1994, Austria the delivery of the first of two long-range, quad-engined A-configured 340-200 36 Business Class and 227 Economy Class passengers. The two aircraft on a regular New York would serve basis in the next ten years, appeared with the following entries:
1st OE-LAG
2nd OE-LAH
From February 1997 shifted to February 1998, Austrian its check-in counters operated and operational office Delta Terminal 3, but otherwise within the same framework marketing.
1997 also was the first time that the trans-Atlantic route to New York had matured sufficiently, a second way support on selected days during the summer timetable, arriving by plane in 2045 and in redeparting 2205th Usually aircraft OE-LAC, an A-310 operated with a reduced capacity of business, but with higher capacity Economy Class field, the late flight had encouraged better links with the Bank of noon departure from Vienna.
7th Atlantic Excellence
Once again yielding airline deregulation necessary realignment efforts and achieve further cost-cutting synergies, had its JFK operations with Austrian Airlines, Sabena and Swissair incorporated on 1 March 1998 as part of the Atlantic Excellence Alliance, form the first Tri-carrier station. Although the staff of the three carriers have continued in their respective uniforms bear, you had from each passenger service operated offices and load control using a joint Austrian, Sabena and Swissair check-in, and treats each other flights. During the summer peak, seven daily departures operated by four airlines have been offered.
The Atlantic Station Excellence was of eight functions, including control were included, Arrivals, Departures, VIP / Special Services, Ticketing, Load Control, ramp supervision and troubleshooting. Because Swissair to offer contract-Malev Hungarian Airlines "packing list services, the load control function itself had the effect of treatment of about six aircraft types, including the 747, the A-340, the MD-11, A-330, the 767, and the A-310 and the Atlantic Integration Excellence often inter-carrier training was required.
As strange came with Austrian Airlines, Delta had just concluded mutual two-letter code-share agreement with Sabena and Swissair, but now the former marketing agreement for the complete Status alliance with significantly maturing New York-JFK Delta flight hub. Delta continues to offer to the ramp and luggage storage functions for all three Atlantic Excellence airlines.
In August this year, Austrian taken delivery of the first of four with a greater range, higher-capacity A-330-200, OE-LAM registered and configured for 30 Business and 235 Economy Class passengers, the way had finally replaced the workhorse A 310-300 fleet. The four aircraft, which later operating with a reduced business-class capacity of 24, when the Grand-class concept was introduced, the following items were included:
1st OE-LAM
2nd OE-LAN
3rd OE-LAO
4th OE-LAP
During the summer timetable 1998, its first dual-JFK to the field operation of aircraft, with the first departure from the standard A-330 and the second by the A-310 operated.
8th Star Alliance
Although the ultimate "Swiss Port Solution", was under the all Atlantic Excellence JFK ground staff on the ground-handling company to be transferred, was considered, the case was never. Rumors played, rumbling through the station as the gentle warnings of a pending storm had filled the atmosphere by mid-1999. A new strategy seemed to loom on the horizon and their seeds planted long before they had flourished, was complex and omni-comprehensive.
1st In June 1999, Delta Air Lines and Air France formed the basis of a new global alliance SkyTeam later designated, solves the 25-month Austrian / Delta / Sabena / Swissair Atlantic Excellence Alliance, whose agreement without renegotiation, will expire in August 2000.
2nd Despite an agreed investment limit of 10%, Swissair had yet tried to buy additional shares, Austrian Airlines, Austrian precludes Goal of autonomous identity and force independently owned and withdraw it from the Swissair-led Qualiflyer Alliance of European airlines.
3rd Swissair and Sabena had a combined commercial management structure that had proven once again at odds with Austrian Airlines flight made an independent direction.
4th In early 2000, both Sabena and Swissair had a code-share cooperation with American Airlines, a U.S. airline direction contrary to Austrian Airlines' US-feed strategy completed.
Austrian Airlines, a small but profitable international carriers of considerable quality, but had a reach of a global alliance needed to remain financially viable and thus concluded a membership agreement with Lufthansa and United-led Star Alliance, which will take effect 26 March 2000,. still the largest and longest-running alliance, it was then the Air Canada, Air New Zealand, All Nippon, Ansett Australia, Austrian Airlines contain British Midland, Lauda Air, Lufthansa, Mexicana, SAS, Thai Airways International, Tyrolean Airways, United, and Varig and had shared 23 per cent of world passenger traffic carried. At the same time, the decision allowed independent identity and autonomous operation continued, still potential for expansion for the airline and its Vienna hub. Expressed as a feeling as that decision may be given: "Here we grow again!"
The transition from the Atlantic Excellence the Star Alliance, having been in January 2000, had four integral changes started to follow:
1st A completely new IT (Information Technology) system and Frequent flyer program.
2nd The actual relocation to a new terminal, passenger service office, passenger check-in counters, aircraft load control and dispatch center gate at JFK.
3rd New Alliance code-share flights and transport feed had led in the final phase of the Atlanta station and the subsequent opening of the Chicago and Washington Reopening of the stations in the U.S..
4th The company-wide training in migration Oberlaa, Austria.
Star Alliance membership back to what a move to Terminal One at JFK, had asked to change a different way, so from Delta to Lufthansa, which had now carried the baggage and passenger check-in functions, while Austria had to continue in the capacity of arrivals, ticketing, Load Control, Ramp VAG and management. Under a reciprocal agreement, it had provided that included people in Frankfurt Lufthansa for their own departures while the non-operational hours. Aircraft loading and storage functions were provided by Hudson General, was later renamed the Globe Ground North America.
In a further cost reduction strategy Austrian Airlines had a smaller, low rent Passenger Service Office laid in the ground floor of Terminal One in September 2002, at which time the Load Control / Ramp Supervision Lufthansa function was excellent. No longer serve Lufthansa flights The Austrian people were six full-time and two part-time jobs and the day shift had reduced hours, reduced from nine to eight.
Austria largest capacity aircraft, the inclusion of the A-340-300-30 Business Class and 261 Economy Class passengers – had at times also be made available service to JFK, in particular during the summer of 2002, when a late flight schedule has been released on Saturday. Two of these aircraft were then in the fleet:
1st OE-LAK
2nd OE-LAL
9th Swissport USA
The consistent focus on reducing the cost was still in a different approach to operational changes at JFK 1 January 2003, with most of Lufthansa ground services had transferred to Swissport USA.
In preparation for the changes, Swissport passenger service Employees, the leaders at the check-in course in Vienna in December 2002, during a Swissport, the Department Agent Services had structured the luggage had after attending the World Tracer basic course in October year.
Featuring Austrian Airlines in uniforms, had the staff of the arrival hall Swissport conducted Lost-and-Found, passenger check-in, departure gate, Load Ramp Control and supervision functions, while Austrian continuation of ticket sales, administration, Monitoring and management services. Load control, which was originally performed at Terminal 4 with the Swissair DCS system, had to Terminal One and Lufthansa-MCA system in accordance with the Swissport operations personnel had a computerized load control ready laid, of course, that in Vienna in March.
10th North American Station Training Program
Since most of the Swissport agents had little previous airline experience, was unfamiliar with Austrian Airlines' Product and procedures and usually had only a simple, Entry-Level-Passenger Service course, I had tried to create a local training program by writing the elaboration of the descriptions, the textbooks, the preparation the quiz and exams, the teaching of courses to prepare themselves and then the issue of training and qualifications in order to more adequately to fulfill their duties . Meet
The program, tracing its routes to the Austrian Airlines Passenger handling course in 1989 and created the introductory material Load Control written in 1998, had in the developed full-fledged North American Station Training Program, the content, procedures updated in line with aircraft, to change the system, and the alliance had the effect of the curricula of the four integral "Initial Passenger Service", "Ramp Supervision Certification", "Load Control Licensing "and" Airline Management ", and was eventually involved 27 Passenger Service, Ramp Supervision, Load Control, Air Cargo and Airline Management Station procedural and training documents, two stories Station, 28 curricula and 63 courses taught, Austrian Airlines and Austrian Airlines, Delta Airlines handling, Lufthansa, Passenger Handling Services / Maca, SAS, Servair and Swissport at the eight North American stations in Atlanta, Cancun, Chicago, Montreal, New York, Punta Cana, Toronto and Washington.
The program, which quickly the equivalent of an "Airline become university" and was often the reason why Swissport staff constantly strives had to located the account transfer was Austrian Airlines, had often proven instrumental in their career advancements, the facilitation of their actions or approvals by other airlines.
11th Lauda Boeing and to JFK
JFK, so far exclusively from Austrian Airlines and its fleet of A-310 A-330 and Airbus A-340 widebody aircraft were used, had received his first regular Lauda Air 767 operations during the summer months of 2004, while the rate was four-fold multiplied by the following year. In 2007, a total had replaced the 17-year-old Airbus Service.
Founded in April 1979 by Niki Lauda, the had acquired fame racing car, Lauda Air Charter initiated Alpair Wiener license for 5 million ATS and had charter and air taxi service in cooperation with Austrian Airlines Fokker F.27 with two Friendship turboprops, predecessor of the Air Services Austrian Fokker F.50s even later. Niki Lauda, in Vienna, Austria, was born into operation in 1949 had amassed his fortune, like a Formula I racing driver, having won two world titles and 25 Grand Prix races. It was soon clear, however, that two Austrian airlines could because of the sharp Competition coexist below yield pressure, and poor local market base, and who had ultimately been leased F.27s Egyptair.
Six years later, leased in January 1985, two BAC-111-500s, a British twin-not unlike the SE.210 Caravelle in size, scope and design, from Tarom Romanian Airlines been, increasing its fleet capacity to 208 seats, and these had later charter and inclusive tour (IT) services, first to Greece, but later applied to other European destinations. Demand was so high that it had finally exceeded the available capacity and a larger 737-200, leased from Transavia Holland, had replaced one of the BAC-111, with both types later disposed of in the supply of two or more capacity, new technology 737-300s. These had been operated on an ever-growing network charter.
In May 1986, Lauda Air for the application of the Austrian Ministry of Transport for license to operate a scheduled international service. This had been approved in November 1987, making Austrian Airlines' long-held monopoly. A later acquired, 235-passenger, dual-class Boeing 767-300ER had long-range, intercontinental flights will be inaugurated allows, first, on the 7th of which May 1988, a weekly planned Vienna-Bangkok-Hong Kong service, in short, by a Vienna-Bangkok-Sydney sector. Filling the need for lower rates, long distance, are leisure-oriented travel party rose Lauda Air quickly. In 1985, for example, it had transported 95 768 passengers and had flown 2522 flight hours with 67 employees, while in the first ten months of 1987, it had carried 236 730 passengers and had carried out to increase 5364 flight hours with 169 employees, a 147-percent passenger. Until 1990, its fleet to five aircraft, three 146-737 passenger-300s and two 235-passenger covered swelled 767-300ER, which was used on charter services to European destinations such as Spain and Greece, the Middle East destinations such as Israel, and Africa and the Far East, and a regular service to Vienna, Bangkok, Hong Kong and Sydney.
Earning his license for the European Line service on 23 August 1990 for the first time, a right previously held only by the established Austrian Airlines, had IT service from Vienna to London-Gatwick, with five weekly Flights 737-300.
Seeking Entry into the Austrian market, Lufthansa German Airlines announced a marketing agreement with Lauda Air in July 1992, Sealing the alliance in January of the following year had a 26.5-percent increase in capital, shortly after the two airlines a quad-weekly 767-300ER to Los Angeles opened.
Now the competition from Austrian Airlines to do intra-European routes from its limited market Vienna, Lauda had tried its own service opened with a small capacity, 50 passengers, twin-engine Canadair Regional Jets, ordering six of the type in October 1993, which had been used on routes to Barcelona, Madrid, Brussels, Geneva, Manchester and Stockholm, with the beginning of the summer timetable on 27 March 1994. Singapore, Bangkok, the text in November had had this year, the had doubled new "bridge" between Vienna and Sydney / Melbourne, and the weekly service 767th
On 26 March 1995, Lauda Air had a second European hub established, Milan-Malpensa, in cooperation with Lufthansa, which now held 39.7 percent of the shares of young Austrian Airlines, where she three of the six originally ordered are CRJ-100. They had been to Vienna, Manchester, Brussels, Paris, Barcelona, Dublin and used. The Candair Regional Jets, together with an increasing number of 737, had provided the backbone of the European fleet.
It had soon become apparent that we would be up to the European deregulation probably not tolerate dozen airlines aircraft, if they had served very small, specific market niches. Lauda Air was not able to survive in the face of competition Austrian Airlines once before. Both had medium-and long-run range, twin-engine aircraft from bases in Vienna and had offered substantial passenger service quality. A ultimate cooperation with Austrian Airlines appeared inevitable. This was partially completed in June 1996, at which time Austrian Airlines and Lauda Air aircraft single-, dual-code flights to Nice, Milan, Rome, and had with the Regional Jet for the first time. On March 12, 1997, this had been extended, with the announcement of a strategic, tri-carrier Austrian / Lauda / co Lufthansa, Austrian Airlines now retain a 36 percent stake in its former competitor Lauda with itself 30 percent and Lufthansa 20 percent.
On 24 September of that year took delivery of its second Lauda Air body aircraft type, the 777-200, had the been put into operation at the Vienna-Singapore-Sydney-Melbourne Route 1 Opened in October, replacing the venerable 767th
On 21 September 1999, now one of the three integral "Austrian Airlines Group Members together with Austrian Airlines, Tyrolean Airways and Lauda Air had its own intention, the Star Alliance, which announced connect with effect from 26th March 2000.
Given the lower cost arm within the three-airline group, Air Lauda had medium-and long-distance lines and charter service available leisure-oriented routes with a four-type 22 fleet, maintaining its own brand identity. In 2004, however, had arrived in the first steps towards integration with the Austrian Airlines brand with the ratification of a common Austrian Lauda Air flight deck crew contract and become in January 2005, aircraft OE-LAE was the first of four 767-300s in the Austrian Airlines painting have been repainted, with the new interior color scheme, and a 24-Business Class and 230 Economy Class passenger configuration. Lauda Air had all the way back to a single class, high-density charter carrier within the Austrian Airlines Group, with a narrow body fleet of Boeing 737 and Airbus A-320s.
The summer of 2004 Lauda 767 flights had operated as a complement to, Austrian daily frequency during the 11-week period from June 26 to September 5, 2055 had arrived on Saturday evening and went about 25 hours later on Sunday at 2200th To prepare the station for the additional service, local Boeing 767 and Boeing 767 Passenger Service Load Control courses have been created and taught at the Swissport staff. Because Lufthansa had not been licensed to 767, had maintenance Delta Air Lines, which had operated retrieved all three -200, -300, and -400 series 767, and an extensive night stop-and security policy procedures had been performed before aircraft push-back to the Terminal One hardstand, at which time Security Seals all access doors were applied. The input galley equipment has been unloaded, washed and prepared for the next evening.
The late departure had proved difficult to sell in business class without considerable marketing and promotional discount for the aircraft then 36-Amadeus Class passenger capacity. Due the size of the lower rear deck door, cargo pallets had been loaded limited to four positions in the forward compartment. The aircraft had a Combination of Lauda Air and Star Alliance operated livery.
During the summer timetable 2005, the 767-300 up to four additional weekly frequencies operated from June 14 to September 2, resulting in 11 weekly departures from JFK, with the A-330 standard operating system service and the beginning of the operation of the 767-300 late flight.
In 2007, the guy had replaced all the A-330 and A-340 fleet.
12th ripple
End of 2006, a concept as the "Central Load Control" known (CLC) system had been implemented at JFK, and the station, as had the nucleus of an atom, is the core of everything.
Idea of Michael Steinbuegl, JFK Station Manager, the process by trends set by Swiss International in New York, Lufthansa in Cape Town, and SAS in Bangkok, had its origin in a previous project in which he had investigative costs is explored by a large, single central Load Control Department in Vienna or more regional networks, although the latter performed by natural language and time zone barriers. had Michael, former Manager Aircraft Handling accumulated considerable Experience creating operational procedures and methods, central to the weight and balance was.
Seeking to apply this knowledge and at the same time you try, the system incompatibility and communication difficulties encountered with the correct SAS Bangkok arrangement in Washington, he fought this station first, which, like JFK, which was already using the Lufthansa-MCA system. In the process, he set the course for the number of transitions by several trips to local Hotlines-compatible procedures firmly, and then drawing up a detailed brochure to get over it. The first centralized load sheet for the Washington flight OS 094, at 1st Occurred November, 2006.
Charlie Schreiner, the head of Austrian Airlines, Load Control, then marked the occasion with the following words: "With Austrian OS Airlines Flight 094 on 1 November our first stop was associated with a regular load control process with ULD aircraft. All activities at the operational flight preparation, invite you to plan, coordinate and ULD WAB-system documentation including the packing list transmitted to the cockpit via ACARS, was controlled successfully by JFK Station yesterday. I our colleagues want to thank Mike and Robert Steinbuegl Waldvogel for the professional and well organized in preparation of the CLC process, and the Austrian women, Regula Eva Munz and Lingeman in Washington and the handling agents at JFK and Washington (Swissport and SAS Scandinavian Airlines System) in their engaging work during this transition. This good work, even to the first flight of three minutes before the scheduled departure time of LED. I wish all participants every success in the CLC process. "
The Rest of the CLC program, however, gradually included implementation. In May the following year, service from Chicago had been re-opened. For now this could be a "new" Station is followed logically that his load would hand in the CLC system will be integrated from the start, and despite computer system differentiation, was successful with the first flight 29 May agreed to procedural changes.
been treated with these cities from JFK was, it was decided, the last stop in North America, Toronto, whose first centralized load integrate paper had at first July has been issued.
Three Austrian Airlines-dedicated Swissport Load Controller, two of which while on a given day had worked in the summer high season, was formed the Central Load Control System Team.
been integrated since the fourth station was JFK had about 120 load sheet per month produced, and the very successful system was raised many advantages.
1st It was primarily produced substantial savings.
2nd All flights were time to plan a dead relative load and packing list preparation.
3rd All four North American flights were operating with only one daily Load Controller had as JFK had handled for a single run.
4th All reports and working paper had been generated instruction loaded into the Lufthansa-MCA system.
5th And Vienna once had access to all load control-related data and documents.
13th Boeing 777
For Austrian Airlines had the side of his winter 2008-2009 schedule on 29 March argued that JFK had its first Boeing 777-200ER operation in the field, the largest carrier capacity and equipment of the fifth basic type have served to New York after the A-310, A-330, A-340 and the 767th
The plane, which originally was acquired by Lauda Air, had for 49 business and 258 Economy Class passengers have been configured, although two recent examples, the higher total weights and modified passenger had introduced schemes had 260 passengers Economy Class in ten next to each other, three-, four-three configurations.
During the period of six months from April to September of 2009, the single flight had carried 34 percent more arriving and departing passengers, supplemented with a significant increase of cargo and mail, as the comparable Same period last year, when 767 were in use.
The four had 777 applications include the following:
1st OE-LPA
2nd OE-LPB
3rd OE-LPC
4th OE-LPD
14th Lufthansa takeover
2009 had been a crucial year for Austrian Airlines. Because of the global economic downturn, escalating fuel prices, eroding earnings, and strong competition from low cost carriers in Western Europe began, their financial viability and therefore existence of a company had been threatened, although previously unsuccessfully tried to stem its losses by selling its A-330 and A-340 fleet, reducing its long-range Network and implementing several restructuring plans. to take his savior in the form of an agreement with Lufthansa German Airlines, its debt and the acquisition of the majority of the shares, had enabled it to continue operating.
To 28 August, the European Commission officially endorsed the proposed acquisition of Austrian Airlines Group, Lufthansa German Airlines, which included € 500,000,000 restructuring assistance approved by the State Holding Company and the merger between the two airlines, thus paving the way for Austrian Airlines' integration into the Lufthansa Group in September. To achieve the necessary antitrust immunity, Lufthansa had agreed to give key flight slots and reduce the number of services between Brussels and Vienna, Cologne, Frankfurt, Munich and Stuttgart. For Austrian Airlines, one of many independent, European wheel carrier, it had become signaled Lufthansa financial survival would be a better economic Basis, cost synergies, such as joint fuel and aircraft for sale and access to extensive international sales and Lufthansa's route network. Austrian Airlines' own Niche within this system had brought the establishment of Vienna as a high-performance hub for traffic to feed its dense central and east European route network.
to change as a result of this ownership, many had occurred a fundamental change in North America.
In Toronto and Washington, for example, had agreements while Lufthansa had reached the ground handling operations expected at these stations.
In New York, more than half of White Stone, had North American headquarters, Employees were dismissed and the situation is almost a quarter of a century for its "fortress" on the fifth floor of the Octagon Plaza, has been closed to shift the remaining employees Lufthansa East Meadow, Long Iceland, investment and integration with their employees.
Austrian Airlines Cargo at JFK had in the Lufthansa system 1 November relocated, and 16 days later had passed the torch to Swissport ground handling Lufthansa German Airlines.
Michael Steinbuegl, manager of the station for had four years, Key Account Manager, North America has been promoted, but four tickets for sale Booking positions made redundant was when Lufthansa took over these functions, the reduction of the Austrian Airlines staff of only three members, all of whom had received limited, six-month contracts, which expired on May 15, 2010th They had later in the operation and the Lufthansa timetable integrated.
The last Austrian Airlines' red presence, "whether with pure Austrian Airlines or Swissport employees has been created, had on 15 November occurred, and the first floor office in Terminal A so far "at home" for both the Austrian Airlines and Swissport management, passenger service, load control, ticket reservations sales, services and luggage / Lost and Found departments had three desks in the Lufthansa system been abandoned, which is two stations Duty Manager on the main level and one of the key account manager position had been removed on the lower level in the Station Operations Office.
All things seem to come full cycle. The event, which ends 21 years in fact autonomous Austrian Airlines presence, had the airline's return to 1938 marked its integration with Lufthansa and its ground handling arrangement in 2000 at JFK.
15th JFK Station strengths
During his 21-year presence at JFK International Airport, Austrian Airlines, five types of aircraft – the Airbus A-310 had been treated, the Airbus A-330, which Airbus A-340, the Boeing 767 and Boeing 777, had four strategies – their first independent operation, the Delta Air Lines codeshare agreement, which included tri-carrier Atlantic Station Excellence, and the Star Alliance integration had, from four JFK terminals – Terminal One, Two-terminal, three, and operated International Arrivals Building, had been by three companies – Delta Air Lines, Lufthansa German Airlines had the Swissport USA and handled, and used two computer systems.
Since the talents and skills Many of the staff were channeled to produce creative and innovative achievements in the last chapter of its existence, had JFK to several strengths and successes, some of which enabled it notched an increasingly role in nucleic acid in North America to play. These benefits can be divided as follows:
1st The textbooks and courses have used later to duplicate this success in other North American Airlines Austrian stations.
2nd The National Load Control (CLC) Department and includes the preparation of the working classes / reports and load sheets for the four stations of the North American Chicago, New York, Toronto and Washington, was very successful and had once four aircraft types involved: the Boeing 767, Airbus A-330, the Airbus A-340 and Boeing 777
3rd Omar himself was often traveled to other stations in order to their baggage Restructuring Services Department.
4th The ticket sale reservations contrary, under the direction of Sidonie Shields, always had large amounts of annual income collected in ticket sales, excess baggage and other fees.
5th The visible presence of Austrian Airlines, in red uniforms, the passenger, whether undertaken by Austrian Airlines and Swissport employee worn.
6th The special flights, such as the implementation of Rabbi Twersky group, the American Music Abroad Group, the IMTX Group, the Vienna Boys Choir, the Vienna Philharmonic, and the Life Ball, the latter with his high-profile personalities, colorful characters and predeparture parties.
7th The special events, including "The Year in Review" of the Pennsylvania ski trips, summer pool parties, birthdays, Thanksgiving dinner, and the Secret Santas Christmas.
8th Finally, the daily briefings, the family atmosphere, the jokes, the laughs, the raps and the human connection that repeatedly stressed had, the life force behind it.
Michael Steinbuegl that the command as JFK station manager took over in September 2005 had grown to the environment and orchestrates the Steps that everyone had been allowed by these strengths and successes to be made.
16th Two decades of elasticity
Austrian Airlines so far the smallest European airlines had to assume a significant amount of necessary "resilience" during his 21 years on JFK, ebbing and flowing in the ever-changing turmoil of the prevailing market conditions for financial benefit, synergistic force, market niche, the alliance realignment and Ultimate change of ownership. Defying Darwinian philosophy, the "survival of the fittest" Prediction is often called "survival the largest "translated, Austrian Airlines, had, despite numerous diversions necessary to prove the contrary, perhaps prompting a reformulation of the philosophy read, "the survival of the smallest" – should be added to which, "as a global player."
Towards the end of this latest Strategy had the support, enabled to survive. JFK for the station and its employees, but it had not.
Epilogue
Because I had been hired by the Austrian Airlines two months before its first transatlantic flight from JFK 26th March 1989 and had different positions, it is during his 21-year-old Story I had uniquely qualified to write his story. It is, essentially, my story. It's what I lived. And what I leave …
About the Author
A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and devised and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center.